CN113565936B

CN113565936B - Hybrid power mixing and parallel connection transformation type driving combination structure

Info

Publication number: CN113565936B
Application number: CN202110744281.1A
Authority: CN
Inventors: 沈长江; 熊金莲
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-06-12
Filing date: 2017-06-12
Publication date: 2022-07-15
Anticipated expiration: 2037-06-12
Also published as: CN109027150A; CN113565936A

Abstract

The invention discloses a hybrid power mixing and parallel connection conversion type driving combination structure, which relates to the technical field of automobile automatic transmissions and comprises an input shaft, a power distribution planetary gear, a first motor reduction planetary gear, a first motor and a second motor, wherein a sun gear of the power distribution planetary gear is connected with the second motor, a gear carrier of the power distribution planetary gear is connected to an output, and the first motor is connected to the output through the first motor reduction planetary gear; the power of the input shaft is input by the gear ring of the power split planetary gear and can be transmitted in two paths, one path is directly transmitted through the gear frame of the power split planetary gear, and the other path is transmitted to the second motor through the sun gear of the power split planetary gear to generate power. The transmission with the structure is easier to match with the engine, the power is not interrupted in the speed changing and gear shifting process, hybrid power driving and braking energy recovery can be realized, the engine warming time is reduced, the service life of the engine is prolonged, the type selection range of the engine is wide, and the fuel economy of the vehicle is better.

Description

Hybrid power mixing and parallel connection conversion type driving combination structure

The application is a divisional application of a sixteen-speed non-cutting power-off automatic transmission with the application number of 201710437082X and the application date of 2021.06.12.

Technical Field

The invention relates to the technical field of automobile automatic transmissions, in particular to a hybrid power hybrid and parallel connection conversion type driving combination structure.

Background

AT present, five kinds of transmissions of CVT, DSG, AT, AMT and hybrid-driven ECVT exist in the automatic transmission of the automobile.

ECVT: the transmission efficiency is low, the transmission torque is small, the theoretical speed ratio range is large, but the low-gear output torque is small, the speed change is smooth and flexible, no power interruption occurs during the speed change, the sudden change of the rotating speed of an engine is not required during the gear change, the torque is changed, and the gear change is continuous. The engine output torque curve is not critical. In the process of power transmission, input power is divided into two paths through the planetary gear to be transmitted, one path of power is output through a gear ring of the planetary gear, the other path of power is transmitted to the No. 1 motor through a sun gear of the planetary gear, the No. 1 motor freely rotates to work in a power generation mode to convert kinetic energy into electric energy, and then the electric energy is converted into the kinetic energy through the No. 2 motor to drive the vehicle to run together. In the process of energy conversion, the energy loss is large. During the starting and accelerating processes of the vehicle, electric energy drive or hybrid drive can be used. When the vehicle is braked or descends, the kinetic energy of the vehicle can be converted into electric energy through the motor, and the braking energy regeneration and speed slowing functions are realized.

CVT: the transmission efficiency is high, the speed change is smooth and soft, no power interruption is caused during the speed change, the transmission torque is smaller, and the speed ratio range of the transmission is smaller. When the gear is shifted, the rotating speed of the engine is not required to be suddenly changed, the torque is not required to be changed, and the gear shifting is continuous. The requirement of an engine output torque curve is not strict, and the vehicle acceleration performance is good.

A DSG: the transmission efficiency is high, the theoretical gear shifting time is short, the transmission torque is large, and the gear shifting impact is small. When the gear is shifted, the engine is required to change the rotating speed, the output torque of the engine is suspended or reduced, the output torque curve of the engine is required to be smooth, and the acceleration performance of the vehicle is good. In recent years, the phenomena of starting shake and gear shifting shake generally exist in the use of small-sized vehicles, and the impact on a transmission system is large mainly due to gear shifting time control and the friction coefficient of a clutch. The half-combination time of the clutch is prolonged to relieve the shaking phenomenon, but the increase of the gear shifting time causes the wear of the clutch to be aggravated, the temperature of the clutch to be increased, and the gear shifting pause and frustration feeling to be enhanced.

AT: the most widely used automatic transmissions are currently: the transmission efficiency is low, and particularly, the transmission efficiency is improved by locking the torque converter at a medium and high speed when the torque converter is used on a congested road. The transmission has short gear shifting time, large transmission torque, small gear shifting impact, complex structure and high production cost. The control oil way has high failure rate and has higher requirement on the lubrication of the transmission. When the gear is shifted, the engine is required to change the rotating speed, the output torque of the engine is suspended or reduced, and the output torque curve of the engine is required to be smooth.

AMT: the transmission efficiency is high, the transmission torque is large, the gear shifting time is long, the rotating speed of the engine needs to be changed during gear shifting, and the output torque of the engine is suspended or reduced. The engine output torque curve is required to be gentle. By additionally arranging the TCU speed change control system on the basis of the manual transmission, the automatic gear shifting is realized, and the cost is low. The jerk is particularly strong during shifting, the ride comfort is poor, and the acceleration performance of the vehicle is poor.

The CVT, DSG, AT, and AMT transmissions do not realize the brake energy regeneration and the slow speed function, and in practical applications, these transmissions respectively have the following problems: the transmission is not sufficiently matched with the engine; the power interruption problem exists in the process of speed change and gear shift; hybrid power driving and braking energy recovery cannot be realized; the warming time of the engine is long, and the service life of the engine is short; the model selection range of the engine is small, and the fuel economy of the vehicle is poor.

Disclosure of Invention

The invention aims to overcome the defects of the prior art and provide a hybrid power mixing and parallel connection conversion type driving combination structure.

The purpose of the invention is realized by the following technical scheme:

the hybrid power mixing and parallel connection conversion type driving combination comprises an input shaft, a power distribution planetary gear, a first motor reduction planetary gear, a first motor and a second motor, wherein a sun gear of the power distribution planetary gear is connected with the second motor, a gear carrier of the power distribution planetary gear is connected to the output, and the first motor is connected to the output through the first motor reduction planetary gear; the power of the input shaft is input by the gear ring of the power split planetary gear and can be transmitted in two paths, one path is directly transmitted through the gear frame of the power split planetary gear, the other path is transmitted to the second motor through the sun gear of the power split planetary gear to generate electricity, the electricity generated by the second motor 60 can be used for driving the first motor, and the first motor 50 is connected to the output through the first motor reduction planetary gear 40.

In specific implementation, the hybrid power mixing and parallel connection conversion type driving combination structure further comprises a transmission shaft, the input shaft is used for driving the gear ring of the power splitting planetary gear to rotate, and the sun gear of the power splitting planetary gear is used for driving the transmission shaft to rotate; the planet carrier of the power splitting planetary gear is used for driving the planet carrier of the first motor reduction planetary gear to synchronously rotate; the sun gear of the first motor reduction planetary gear is fixedly connected with the rotor of the first motor, the transmission shaft is connected with the rotor of the second motor, and the stator of the first motor and the stator of the second motor are both fixedly connected with the gear ring of the first motor reduction planetary gear.

Further, still include the synchronous cover that combines of power reposition of redundant personnel gear, the synchronous cover that combines of power reposition of redundant personnel gear is used for realizing the planet carrier of power reposition of redundant personnel planetary gear and the disconnection or the driving connection of transmission shaft.

Specifically, the device also comprises a hollow shaft a and a hollow shaft b; the transmission shaft, the hollow shaft a, the hollow shaft b, the sun gear of the power splitting planetary gear and the sun gear of the first motor reduction planetary gear are all arranged concentrically; the sun gear of the power split planetary gear is fixedly sleeved on the transmission shaft, and two ends of the hollow shaft a are respectively and fixedly connected with the planet carrier of the power split planetary gear and the planet carrier of the first motor reduction planetary gear; the hollow shaft b is rotatably sleeved on the transmission shaft, and a sun gear of the first motor reduction planetary gear and a rotor of the first motor are fixedly sleeved on the hollow shaft b.

The invention has the beneficial effects that:

1. the matching problem of the transmission and the engine is solved. In the prior art, when an AT (automatic transmission), a DSG (digital signal generator) and an AMT (automated mechanical transmission) shift gears, information processed by an engine module and a transmission module is more, firstly, the output torque of an engine is reduced, the transmission is separated from a current gear, the rotating speed of the engine is synchronous with the rotating speed of a gear to be shifted into the transmission, and the engine recovers torque output by combining the gear. The separation time and the combination time of each gear of the transmission are different, and the engine and the transmission module continuously correct gear shifting parameters along with the continuous change of the use temperature, oil products and time, so that the matching of the engine and the transmission case is very difficult. The automatic transmission with the hybrid-parallel conversion type driving combination structure CAN be easily matched with an engine, and the transmission controller CAN meet the gear shifting requirement only by sending request frame signals (accelerator pedal depth, engine load, water temperature, fault indication and braking) to an engine control module through a CAN bus and then monitoring CAN bus data signals without requiring the engine to execute other operations.

2. The problem of power interruption in the process of speed change and gear shift is solved. In the prior art, when an AT (automatic transmission), a DSG (differential speed generator) and an AMT (automated mechanical transmission) shift gears, the output torque of an engine needs to be reduced, the transmission is separated from a current gear, the rotating speed of the engine is synchronous with the rotating speed of a gear to be shifted into the transmission, and the process of shifting gears is completed by combining the gears. The shifting process requires interruption of the power output of the engine, reducing the acceleration performance of the vehicle. Because the control parameters are more and the parameters are changed continuously, the gear shifting impact or the oil empty phenomenon can happen occasionally, and the impact on a transmission system is large. When the automatic transmission with the hybrid and parallel connection conversion type driving combination structure is used for gear shifting, the power transmission of an engine is not cut off, the acceleration performance of a vehicle is good, and the vehicle does not have pause and frustration in running. The transmission is soft in gear shifting, has no impact on a transmission system, and effectively prolongs the service life.

3. Hybrid power driving and braking energy recovery are realized. The vehicle is additionally provided with a power battery, so that hybrid power driving and braking energy recovery can be realized. When the vehicle runs down a slope or brakes, the kinetic energy of the vehicle body can be converted into electric energy through the motor of the transmission and stored in the battery to realize energy recovery, and the redundant electric energy is converted into heat through the electric heater to be dissipated, so that the function of the retarder is realized.

4. The warm-up time of the engine is shortened, and the service life of the engine is prolonged. The motor in the automatic transmission with the hybrid and parallel connection conversion type driving combination structure has a power generation function, the engine does not need to be provided with a generator, an electric heater is arranged behind a cooling water outlet of the engine and in front of a thermostat, and the vehicle is warmed as soon as possible by using electric heating energy after the engine is cold started.

5. The model selection range of the engine is expanded, the fuel economy of the vehicle is improved, and the emission is reduced. The automatic transmission with the hybrid-parallel connection conversion type driving combined structure can enable the engine to work in an economic working condition as much as possible, and can select the engine with a poor torque curve and good economy, so that the vehicle fuel economy is good, and the emission is low.

Generally speaking, the automatic transmission with the hybrid power mixing and parallel connection conversion type driving combined structure can enable the engine to work in an economic working condition as much as possible, can realize the recovery of braking energy, and effectively reduces the fuel consumption rate and the emission of the whole vehicle. The power is not cut off when the speed changer shifts gears, the torque is flexible and has no impact when the speed changer shifts gears, and the service life of the traveling mechanism is effectively prolonged. The intelligent retarder has the advantages that the service life of a brake friction element is effectively prolonged, and the braking performance is more reliable. The torque of the ramp motor is assisted, so that the vehicle is effectively prevented from sliding. The control of the vehicle becomes simple and comfortable, and the driving safety is improved.

Drawings

FIG. 1 is a schematic diagram of a transmission configuration of a sixteen speed non-cutting power shifting automatic transmission employing a hybrid-parallel conversion type driving combination structure according to the present invention;

FIG. 2 is a schematic diagram of a transmission structure of a transverse transmission using a hybrid and parallel connection conversion type driving combination structure.

In the figure, 10-input shaft, 11-double-intermediate shaft A driving gear, 12-double-intermediate shaft A driven gear, 13-double-intermediate shaft A, 14-first/ninth gear driving gear, 15-third/eleventh gear driving gear, 16-fifth/thirteenth gear driving gear, 17-seventh/fifteenth gear driving gear, 20-transmission shaft, 21-power split gear synchronous combination sleeve, 22-hollow shaft a, 221-hollow shaft B, 23-double-intermediate shaft B driving gear, 24-double-intermediate shaft B driven gear, 25-double-intermediate shaft B, 26-second/fourth/tenth/twelfth gear driving gear, 27-second/fourth/twelfth gear driven gear, 28-six/eight/fourteen/sixteen gear driving gear, 29-six/eight/fourteen/sixteen-gear driven gear, 30-power split planetary gear, 34-one/nine-gear driven gear, 35-three/eleven-gear driven gear, 36-five/thirteen-gear driven gear, 37-seven/fifteen-gear driven gear, 40-first motor reduction planetary gear, 41-first gear driving gear, 42-first gear driven gear, 43-third gear driving gear, 44-third gear driven gear, 45-second/fourth gear driving gear, 46-second/fourth gear driven gear, 47-main reduction driving gear, 48-main reduction driven gear, 49-differential, 50-first motor, 51-input shaft locking sleeve, 60-second motor, 70-second motor reduction planetary gear, 71-reverse driving gear, 72-reverse intermediate gear, 73-reverse driven gear, 80-auxiliary box planetary gear, 81-P gear, 82-high and low gear combination sleeve, 90-double shaft, 91-gear combination sleeve A, 92-gear combination sleeve B, 93-gear combination sleeve C, 94-first gear combination sleeve, 95-nine gear combination sleeve, 96-output flange and 97-gear combination sleeve D.

Detailed Description

The technical solutions of the present invention are further described in detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the following.

As shown in fig. 1 and 2, the hybrid-parallel conversion type driving combination is a hybrid driving combination composed of an input shaft 10, a power splitting planetary gear 30, a power splitting gear synchronous coupling sleeve 21, a first motor reduction planetary gear 40, a first motor 50, a second motor 60 and a second motor reduction planetary gear 70.

The power of the input shaft 10 is input by the ring gear of the power splitting planetary gear 30 and output by the carrier of the power splitting planetary gear 30, the sun gear of the power splitting planetary gear 30 is connected with the second motor 60 after being accelerated by the planetary gear, and the first motor 50 is connected with the output after being decelerated by the first motor deceleration planetary gear 40.

When the hybrid power mixing and parallel connection conversion type driving combination structure is used, the power of the input shaft 10 is transmitted in two paths, one path is directly transmitted through a gear carrier of the power dividing planetary gear 30, the other path is transmitted to the second motor 60 through a sun gear of the power dividing planetary gear 30 to generate power, and the electric energy is converted into kinetic energy through the first motor 50 to be output, so that the hybrid connection driving is formed. When the second motor 60 is braked, the input power is output after being decelerated by the power splitting planetary gear 30.

With reference to fig. 1 and 2, the concrete structure of the hybrid power mixing and parallel connection transformation type driving combination structure is as follows: comprises an input shaft 10, a transmission shaft 20, a power splitting planetary gear 30, a first motor reduction planetary gear 40, a first motor 50 and a second motor 60; the input shaft 10 is used for driving the gear ring of the power splitting planetary gear 30 to rotate, and the sun gear of the power splitting planetary gear 30 is used for driving the transmission shaft 20 to rotate; the planet carrier of the power splitting planetary gear 30 is used for driving the planet carrier of the first motor reduction planetary gear 40 to synchronously rotate; the sun gear of the first motor reduction planetary gear 40 is fixedly connected with the rotor of the first motor 50, the transmission shaft 20 is connected with the rotor of the second motor 60, and the stator of the first motor 50 and the stator of the second motor 60 are both fixedly connected with the gear ring of the first motor reduction planetary gear 40.

Further, on the basis of the above structure, the hybrid mixing and parallel connection type driving combination structure further includes a power splitting gear synchronous combination sleeve 21, and the power splitting gear synchronous combination sleeve 21 is used for realizing disconnection or driving connection between the planet carrier of the power splitting planetary gear 30 and the transmission shaft 20.

When the power dividing gear synchronous combination sleeve 21 is disconnected, the hybrid driving process is carried out. When the power split gear synchronous coupling sleeve 21 is engaged, the input power is directly output through the power split planetary gear 30. When the power split gear synchronous combination sleeve 21 is combined or the second motor 60 is braked, the first motor 50 and the gear carrier of the power split planetary gear 30 are connected in parallel to output, and parallel hybrid drive is formed.

In a specific arrangement, as shown in fig. 1 and fig. 2, the hybrid parallel-connection conversion type driving combination structure further comprises a hollow shaft a22 and a hollow shaft b 221; the transmission shaft 20, the hollow shaft a22, the hollow shaft b221, the sun gear of the power splitting planetary gear 30 and the sun gear of the first motor reduction planetary gear 40 are all arranged concentrically; the sun gear of the power splitting planetary gear 30 is fixedly sleeved on the transmission shaft 20, and two ends of the hollow shaft a22 are respectively and fixedly connected with the planet carrier of the power splitting planetary gear 30 and the planet carrier of the first motor reduction planetary gear 40; the hollow shaft b221 is rotatably sleeved on the transmission shaft 20, and the sun gear of the first motor reduction planetary gear 40 and the rotor of the first motor 50 are both fixedly sleeved on the hollow shaft b 221.

The embodiment of the concrete application of the hybrid power mixing and parallel connection conversion type driving combined structure comprises the following steps:

example 1:

when the hybrid-parallel conversion type driving combination structure is used for a sixteen-speed non-cutoff power-shifting automatic transmission, as shown in fig. 1, the hybrid-parallel conversion type driving combination structure comprises a double-intermediate shaft A13, a double-intermediate shaft A driving gear, a double-intermediate shaft A driven gear 12, a power split planetary gear 30, a power split gear synchronous coupling sleeve 21, a double-intermediate shaft B25, a double-intermediate shaft B driving gear 23, a double-intermediate shaft B driven gear 24, a first motor 50, a first motor reduction planetary gear 40, a second motor 60, a second motor reduction planetary gear 70, a six/eight/fourteen/sixteen driving gear 28, a six/eight/fourteen/sixteen driven gear 29, a two/four/ten/twelve driving gear 26, a two/four/ten/twelve driven gear 27, and a gear coupling sleeve A91 (for coupling 2, ten/twelve driven gears), and a gear coupling sleeve A91 (for coupling, 4. A 10, 12-gear position or combination 6, 8. 14, 16-gear position), a reverse drive gear 71, a reverse driven gear 73, a reverse intermediate gear 72, a seventy/fifteen-gear drive gear 17, a seventy/fifteen-gear driven gear 37, a gear coupling sleeve B92 (for coupling the R1, R2, R3, R4 gear positions or coupling the 7, 15 gear positions), a fifty/thirteen-gear drive gear 16, a fifty/thirteen-gear driven gear 36, a three/eleven-gear drive gear 15, a three/eleven-gear driven gear 35, a gear coupling sleeve C93 (for coupling the 3, 11 gear positions or coupling the 5, 13 gear positions), a one/nine-gear drive gear 14, a one/nine-gear driven gear 34, a nine-gear coupling sleeve 95, a one-gear coupling sleeve 94, a P-gear 81, a sub-box planetary gear 80, a high-low gear coupling sleeve 82, and a two-shaft 90.

The power of the input shaft is transmitted in two paths: one path of power is transmitted to the second shaft 90 through the middle shaft and the corresponding gear through the corresponding gear combination sleeve; the other path of power is transmitted to the other path of intermediate shaft through a hybrid and parallel connection conversion type driving combination structure formed by the power splitting planetary gear 30, the first motor 50, the second motor 60 and the like, then transmitted to the secondary shaft 90 through the corresponding gear and the gear combination sleeve, and then output through the secondary box.

In specific implementation, fig. 1 is a schematic diagram of a transmission structure of a sixteen-speed non-cut-off power shift automatic transmission applying a hybrid-parallel conversion type driving combination structure of the invention. The transmission has 7 gears, which are respectively: p gear, R gear, N gear, D gear, manual mode middle position, manual mode plus and manual mode minus. In addition, three working modes of economy, power and mud are set.

P gear: as shown in fig. 1, all the gear engaging sleeves are in an empty position, a P-gear 81 is locked by a P-gear hook (not shown), and a P-gear electromagnetic air valve is additionally arranged on the pneumatic control circuit. The air pressure of the air-cut parking brake pushes the P gear hook to release the P gear through a one-way valve. When the parking air pressure is released, the P gear air pressure is not released due to the one-way valve, the P gear is not combined, and the transmission controller drives the P gear electromagnetic air valve to release the P gear air pressure and combine the P gear after detecting that the output shaft has no rotating speed signal.

N gear: as shown in figure 1: all gear combination sleeves are in the empty position

The R gear comprises four gears of R1, R2, R3 and R4, and the power transmission is as follows:

r1: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a low gear position, the gear coupling sleeve B92 is coupled to R1, R2, R3 and R4 gear positions, the second motor 60 is electromagnetically braked, and input torque is reduced through the power splitting planetary gear 30, then passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80 for speed reduction and output.

R2: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a low gear position, the gear coupling sleeve B92 is coupled to R1, R2, R3 and R4 gear positions, and is coupled with the power splitting gear synchronous coupling sleeve 21, so that the input torque is directly transmitted to a gear carrier passing through the power splitting planetary gear 30, and then passes through a double-intermediate-shaft B driving gear 23, a double-intermediate-shaft B driven gear 24, a double-intermediate-shaft B25, a two/four/ten/twelve-gear driving gear 26, a two/four/ten/twelve-gear driven gear 27, a gear coupling sleeve A91 and an auxiliary box planetary gear 80 for speed reduction output.

R3: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a high gear position, the gear coupling sleeve B92 is coupled to R1, R2, R3 and R4 gear positions, the second motor 60 is electromagnetically braked, and input torque is reduced through the power splitting planetary gear 30, then passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80 to be directly output.

R4: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve B92 is combined with R1, R2, R3 and R4 gear positions, and combined with the power splitting gear synchronous combination sleeve 21, the input torque is directly transmitted to a gear carrier passing through the power splitting planetary gear 30, and then directly output through a double-intermediate-shaft B driving gear 23, a double-intermediate-shaft B driven gear 24, a double-intermediate-shaft B25, a two/four/ten/twelve-gear driving gear 26, a two/four/ten/twelve-gear driven gear 27, a gear combination sleeve A91 and an auxiliary box planetary gear 80.

The D gear comprises sixteen gears, and the power transmission is as follows:

1, gear 1: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to the low gear position, the gear coupling sleeve A91 is coupled to the 2, 4, 10, 12 gear position, and the first gear coupling sleeve 94 is coupled. Both the first motor 50 and the second motor 60 rotate freely. The torque of the input shaft 10 is output in a speed-reducing manner through a double-intermediate shaft A driving gear 11, a double-intermediate shaft A driven gear 12, a double-intermediate shaft A13, a first/ninth gear driving gear 14, a first/ninth gear driven gear 34, a first gear coupling sleeve 94 and a secondary box planetary gear 80.

2, gear: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a low gear position, the gear coupling sleeve A91 is coupled to 2, 4, 10 and 12 gear positions, the second motor 60 is electromagnetically braked, and input torque is decelerated through the power splitting planetary gear 30, and then decelerated through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80.

3, gear 3: as shown in figure 1: the top and low gear engaging sleeves 82, a gear engaging sleeve A91, and a gear engaging sleeve C93 are coupled to the 2, 4, 10, and 12 gear positions, respectively. Both the first motor 50 and the second motor 60 rotate freely. The torque of the input shaft is output in a speed reduction way through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a three/11-gear driving gear 15, a three/11-gear driven gear 35, a gear combination sleeve C93 and an auxiliary box planetary gear 80.

4, gear 4: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a low gear position, the gear coupling sleeve A91 is coupled to 2, 4, 10 and 12 gear positions, and coupled with the power splitting gear synchronous coupling sleeve 21, input torque is directly output through the power splitting planetary gear 30, and then is subjected to speed reduction output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80.

5, gear: as shown in figure 1: the top and low range coupling sleeves 82 are coupled in the low range position, the gear coupling sleeve a91 is coupled in the 2, 4, 10, 12 or 6, 8, 14, 16 range position, and the gear coupling sleeve C93 is coupled in the 5, 13 range position. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is output in a speed reduction way through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a five/thirteen-gear driving gear 16, a five/thirteen-gear driven gear 36, a gear combination sleeve C93 and an auxiliary box planetary gear 80.

6, gear 6: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a low gear position, the gear coupling sleeve A91 is coupled to 6, 8, 14 and 16 gear positions, the second motor 60 is electromagnetically braked, and input torque passes through the power splitting planetary gear 30, the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80 to be output in a speed reduction mode.

7, gear: as shown in figure 1: the top and low gear coupling sleeves 82 and B92 are coupled to the low gear position, the gear coupling sleeve a91 and B92 are coupled to the 6, 8, 14 and 16 gear positions, and the 7 and 15 gear positions, respectively. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is output in a speed reduction mode through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a seven/fifteen-gear driving gear 17, a seven/fifteen-gear driven gear 37, a gear combination sleeve B92 and an auxiliary box planetary gear 80.

And 8, gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a low gear position, the gear combination sleeve A91 is combined with 6, 8, 14 and 16 gear positions, the power split gear synchronous combination sleeve 21 is combined, input torque is directly output through the power split planetary gear 30, and then passes through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the six/eight/fourteen/sixteen gear driving gear 28, the six/eight/fourteen/sixteen gear driven gear 29, the gear combination sleeve A91 and the auxiliary box planetary gear 80 to perform speed reduction output.

9, gear: as shown in figure 1: the high and low range coupling sleeves 82 are coupled in the high or low range positions, the range coupling sleeve a91 is coupled in the 2, 4, 10, 12 range position, and the nine range coupling sleeve 95 is coupled. Both the first motor 50 and the second motor 60 are free to rotate. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a first/ninth gear driving gear 14, a first/ninth gear driven gear 34, a ninth gear coupling sleeve 95 and an auxiliary box planetary gear 80.

10 gear: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a high gear position, the gear coupling sleeve A91 is coupled to 2, 4, 10 and 12 gear positions, the second motor 60 is electromagnetically braked, and input torque is reduced through the power splitting planetary gear 30, and is directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80.

11 th gear: as shown in figure 1: the high and low range coupling sleeve 82 is coupled to the high range position, the gear coupling sleeve a91 is coupled to the 2, 4, 10, 12 range position, and the gear coupling sleeve C93 is coupled to the 3, 11 range position. Both the first motor 50 and the second motor 60 rotate freely. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a three/11-gear driving gear 15, a three/11-gear driven gear 35, a gear combination sleeve C93 and an auxiliary box planetary gear 80.

12, gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a high gear position, the gear combination sleeve A91 is combined with 2, 4, 10 and 12 gear positions, and combined with the power dividing gear synchronous combination sleeve 21, the input torque is directly output through the power dividing planetary gear 30, and then directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear combination sleeve A91 and the auxiliary box planetary gear 80.

13 gear: as shown in figure 1: the top and low range coupling sleeves 82 are coupled to the top range position, the gear coupling sleeve a91 is coupled to the 2, 4, 10, 12 or 6, 8, 14, 16 range position, and the gear coupling sleeve C93 is coupled to the 5, 13 range position. Both the first motor 50 and the second motor 60 rotate freely. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a five/thirteen-gear driving gear 16, a five/thirteen-gear driven gear 36, a gear combination sleeve C93 and a secondary auxiliary box planetary gear 80.

14 gear: as shown in figure 1: the high-low gear coupling sleeve 82 is coupled to a high gear position, the gear coupling sleeve A91 is coupled to 6, 8, 14 and 16 gear positions, the second motor 60 is electromagnetically braked, and input torque is reduced through the power splitting planetary gear 30, and is directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the two/four/ten/twelve-gear driving gear 26, the two/four/ten/twelve-gear driven gear 27, the gear coupling sleeve A91 and the auxiliary box planetary gear 80.

15 th gear: as shown in figure 1: the high and low range coupling sleeve 82 is coupled to the high range position, the gear coupling sleeve a91 is coupled to the 6, 8, 14, 16 range position, and the gear coupling sleeve B92 is coupled to the 7, 15 range position. Both the first motor 50 and the second motor 60 rotate freely. The torque of the input shaft is directly output through a double-intermediate-shaft A driving gear 11, a double-intermediate-shaft A driven gear 12, a double-intermediate-shaft A13, a seven/fifteen-gear driving gear 17, a seven/fifteen-gear driven gear 37, a gear combination sleeve B92 and an auxiliary box planetary gear 80.

16 th gear: as shown in figure 1: the high-low gear combination sleeve 82 is combined with a high gear position, the gear combination sleeve A91 is combined with 6, 8, 14 and 16 gear positions, the power split gear synchronous combination sleeve 21 is combined, input torque is directly output through the power split planetary gear 30, and then directly output through the double-intermediate-shaft B driving gear 23, the double-intermediate-shaft B driven gear 24, the double-intermediate-shaft B25, the six/eight/fourteen/sixteen gear driving gear 28, the six/eight/fourteen/sixteen gear driven gear 29, the gear combination sleeve A91 and the auxiliary box planetary gear 80.

The economy mode and the power mode of the transmission are used on a general road. The economical mode has low shift speed, and the work of the transmission is biased to save energy. In the power mode, the gear shifting speed is high, and the operation of the transmission is biased to the acceleration performance of the vehicle. The transmission is in a muddy mode, the odd-gear combination sleeve and the power split planetary gear synchronous combination sleeve are forbidden to be combined, the transmission works in a hybrid power driving mode, and the vehicle acceleration performance is fully improved.

The retarder working mode is as follows: the retarder working modes are divided into two types: manual mode and braking mode

Manual mode: and a retarder switch is turned on, the retarding power is adjusted to a corresponding gear, the first motor and the second motor both generate electricity, the electric energy preferentially satisfies the requirement of battery charging, and redundant electric energy is converted into heat energy through an electric heater to be emitted. When the power generation power of the motor is larger, an engine exhaust brake is started to jointly brake and slow down.

A braking mode: the generated power of the motor is controlled by detecting the pressure of the control air passages 1 and 2 output by the brake master cylinder, and the other two groups of air passage control pressures are output to control the back pressure of the driving piston of the brake relay valve, so that the pressure of the brake shoe is reduced. When the braking torque is larger, the engine exhaust brake is started to perform braking together.

Starting: as shown in figure 1: the high and low range sleeve 82 is engaged in the low range position and the gear sleeve a91 is engaged in the 2, 4, 10, 12 range position. The torque input shaft 10 of the engine is transmitted to the gear ring of the power splitting planetary gear 30, the torque transmission is divided into two paths, one path is transmitted to the double-intermediate-shaft B driving gear 23 through the planet carrier of the power splitting planetary gear 30, the other path is transmitted to the second motor 60 through the sun gear of the power splitting planetary gear 30 to generate electricity, the electric energy is converted into kinetic energy through the first motor 50, and the kinetic energy is decelerated through the first motor deceleration planetary gear 40 to drive the double-intermediate-shaft B driving gear 23. The two paths of resultant torque are subjected to speed reduction output through a double-intermediate-shaft B driving gear 23, a double-intermediate-shaft B driven gear 24, a double-intermediate-shaft B25, a two/four/ten/twelve-gear driving gear 26, a two/four/ten/twelve-gear driven gear 27, a gear combination sleeve A91 and an auxiliary box planetary gear 80. The start is realized by controlling the gradual increase of the generating torque of the second motor 60 and the gradual increase of the output torque of the first motor 50. After starting, a specific gear is undetermined, vehicle acceleration is calculated according to a load signal of an engine, an accelerator pedal position and running currents of the first motor 50 and the second motor 60, a gear and a gear are determined, if the gear is higher than 2, the second motor 60 reversely rotates to convert a driving motor, and the first motor 50 is converted into a power generation state. And the highest combined gear is 5 gears after starting. The reverse gear starting process is the same as the forward gear starting process, and the difference is that when the reverse gear is started, the gear combination sleeve A91 is in the middle, and the gear combination sleeve B92 is combined with the gear positions of R1, R2, R3 and R4

1-gear and 2-gear ascending flow: the power generation torque of the second motor 60 and the driving power of the first motor 50 are increased, so that the first gear combination sleeve 94 does not transmit torque, the first gear combination sleeve 94 is disengaged, the power generation torque of the second motor 60 is continuously increased, the second motor 60 stops rotating, current brake is applied, and 2-gear output is realized.

2-gear up-shift 3-gear flow: the first motor 50 is converted to generate electricity, the second motor 60 is converted to a driving motor in a reverse rotation mode, the rotating speed is gradually increased, when the output rotating speed is synchronous with the 3-gear rotating speed, the gear combination sleeve C93 is combined, the second motor 60 is driven to rotate freely, and 3-gear output is achieved.

3-gear and 4-gear upgrading process: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve C93 does not transmit torque, the gear coupling sleeve C93 is disengaged, the rotating speed of the second motor 60 is gradually increased, and when the output rotating speed is synchronous with the 4 th gear, the power dividing gear synchronous coupling sleeve 21 is engaged, and the 4 th gear is output.

4-gear 5-gear upgrading process: and increasing the driving torque of the second motor 60 to ensure that the power splitting gear synchronous combination sleeve 21 does not transmit torque, releasing the power splitting gear synchronous combination sleeve 21 from combination, gradually increasing the rotating speed of the second motor 60, and combining the gear combination sleeve C93 when the output rotating speed is synchronous with the 5 th gear, so as to output the 5 th gear.

5-gear 6-gear ascending flow: the gear combination sleeve A91 is combined with the gear positions of 6, 8, 14 and 16, the power generation torque of the second motor 60 and the driving power of the first motor 50 are increased, the gear combination sleeve C93 does not transmit torque, the gear combination sleeve C93 is disengaged, the power generation torque of the second motor 60 is increased, the second motor 60 stops rotating, the current brake is applied, and the gear output of 6 gears is achieved.

6-gear and 7-gear upshifting flow: the first motor 50 is changed into a generator state, the second motor 60 is changed into a driving motor in a reverse rotation mode, the rotating speed is gradually increased, when the output rotating speed is synchronous with the 7-gear rotating speed, the gear combination sleeve B92 is combined, the second motor 60 is driven, rotates freely, and outputs in the 7-gear mode.

7-gear and 8-gear upshifting flow: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve B92 does not transmit torque, the gear coupling sleeve B92 is disengaged, the rotating speed of the second motor 60 is gradually increased, and when the output rotating speed is synchronous with the 8 th gear, the power dividing gear synchronous coupling sleeve 21 is engaged, and the 8 th gear is output.

8-gear and 9-gear upshifting flow: and increasing the driving torque of the second motor 60 to ensure that the power splitting gear synchronous combination sleeve 21 does not transmit torque, quitting the combination of the power splitting gear synchronous combination sleeve 21, gradually increasing the rotating speed of the second motor 60, and combining the nine-gear combination sleeve 95 and outputting 9 gears when the output rotating speed is synchronous with 9 gears.

9-gear 10-gear up-shift process: the flow is the same as 1-gear-up and 2-gear, and the difference is that the high-gear and low-gear combined sleeve 82 is in a high-gear position and is directly output.

10-gear and 11-gear ascending process: the process is the same as 2-gear and 3-gear, and the difference is that the high-gear and low-gear combination sleeve 82 vehicle is in a high-gear position and directly outputs.

11-gear and 12-gear upshifting process: the flow is the same as 3-gear and 4-gear, and the difference is that the high-gear and low-gear combined sleeve 82 is in a high-gear position and is directly output.

12-gear and 13-gear upshifting flow: the process is the same as 4-gear 5-gear, and the difference is that the high-gear and low-gear combination sleeve 82 vehicle is in a high-gear position and directly outputs.

13-gear and 14-gear upshifting process: the process is the same as 5-gear and 6-gear, and the difference is that the high-gear and low-gear combination sleeve 82 vehicle is in a high-gear position and directly outputs.

14-gear up-shift 15-gear flow: the process is the same as 6-gear and 7-gear, and the difference is that the high-gear and low-gear combination sleeve 82 vehicle is in a high-gear position and directly outputs.

15-gear 16-gear ascending process: the process is the same as 7-gear and 8-gear, and the difference is that the high-gear and low-gear combination sleeve 82 vehicle is in a high-gear position and directly outputs.

16-gear and 15-gear reduction process: and increasing the driving torque of the second motor 60 to enable the power dividing gear synchronous combination sleeve 21 not to transmit the torque, enabling the power dividing gear synchronous combination sleeve 21 to be disengaged, gradually reducing the torque of the second motor 60 to enable the rotating speed of the second motor to be reduced, and when the output rotating speed is synchronous with the 15 th gear, combining the gear combination sleeve B92 and outputting the 15 th gear.

Step 15 and step 14: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve B92 does not transmit torque, the gear coupling sleeve B92 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the second motor 60 stops rotating, braking current is applied to the second motor 60, and 14-gear output is realized.

14-gear down-shifting and 13-gear down-shifting process: the braking current of the second motor 60 is discharged, the power generation speed of the second motor 60 is controlled to gradually rise, and when the speed ratio of 13 is achieved, the gear combination sleeve C93 is combined, and 13-gear output is achieved.

13-gear and 12-gear descending process: the gear combination sleeve A91 is combined in the 2, 4, 10 and 12 gear positions, the power generation torque of the second motor 60 and the driving power of the first motor 50 are increased, the gear combination sleeve C93 does not transmit torque, the gear combination sleeve C93 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the 12 gear ratio is reached, the power split gear synchronous combination sleeve 21 is combined, and 12 gear output is realized.

12-gear and 11-gear reduction process: and increasing the driving torque of the second motor 60 to enable the power splitting gear synchronous combination sleeve 21 not to transmit torque, enabling the power splitting gear synchronous combination sleeve 21 to be separated from combination, gradually reducing the rotating speed of the second motor 60, and combining the gear combination sleeve C93 when the output rotating speed is synchronous with the 11 th gear, and outputting the 11 th gear.

Step 11 and step 10: the driving torque of the second motor 60 is increased, so that the gear coupling sleeve C93 does not transmit torque, the gear coupling sleeve C93 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the second motor 60 stops rotating, braking current is applied to the second motor 60, and 10-gear output is realized.

10-gear and 9-gear reduction process: the braking current of the second motor 60 is discharged, the power generation speed of the second motor 60 is controlled to gradually rise, and when the speed ratio of 9 gears is reached, the nine-gear combination sleeve 95 is combined, and 9 gears are output.

The 9-gear and 8-gear reduction process: the high-low gear combination sleeve 82 is combined in a high gear position, the gear combination sleeve A91 is combined in 6, 8, 14 and 16 gear positions, the driving torque of the second motor 60 is increased, the nine-gear combination sleeve 95 does not transmit torque, the nine-gear combination sleeve 95 is disengaged, the rotating speed of the second motor 60 is gradually reduced, and when the 8-gear speed ratio is reached, the power split gear synchronous combination sleeve 21 is combined, and 8-gear output is realized.

8-gear and 7-gear reduction process: the process is the same as 16 down 15 except that the high-low gear coupling sleeve 82 is coupled to the low gear position to reduce the speed of the output.

7-gear 6-gear reduction process: the process is the same as 16 down 15 except that the high-low gear coupling sleeve 82 is coupled to the low gear position to reduce the speed of the output.

6-gear and 5-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

5-gear and 4-gear reduction process: the process is the same as 16 down 15 except that the high-low gear coupling sleeve 82 is coupled to the low gear position to reduce the speed of the output.

4-gear and 3-gear reduction process: the process is the same as 16 down 15 except that the high-low gear coupling sleeve 82 is coupled to the low gear position to reduce the speed of the output.

3-gear and 2-gear reduction process: the process is the same as 16 steps down 15 except that the high and low range coupling sleeve 82 is coupled to the low range position to decelerate the output.

2-gear and 1-gear reduction process: the process is the same as 16 down 15 except that the first gear engagement sleeve 94 is engaged, the high and low gear engagement sleeve 82 is engaged in the low gear position, and the output is decelerated.

The transmission supports step-over gear shifting in the ranges of 1-5, 5-9, 9-13 and 13-16, and any gear can be switched in the range.

Example 2:

fig. 2 shows a transverse transmission with a hybrid-parallel conversion type driving combination structure according to the invention, which is simplified according to fig. 1. The transverse transmission comprises an input shaft 10, a gear combination sleeve D97, a first-gear driving gear 41, a first-gear driven gear 42, a third-gear driving gear 43, a third-gear driven gear 44, a second-fourth-gear driving gear 45, a second-fourth-gear driven gear 46, a main reduction driving gear 47, a main reduction driven gear 48, a power splitting planetary gear 30, a power splitting gear synchronous combination sleeve 21, a first motor reduction planetary gear 40, a first motor 50, a second motor 60, a second motor reduction planetary gear 70, a differential 49, a second shaft 90, an input shaft locking sleeve 51 and a P-gear 81.

In the transverse transmission, an input shaft 10, a power splitting planetary gear 30, a power splitting gear synchronous combination sleeve 21, a first motor 50, a second motor 60 and a second/fourth gear driving gear 45 as output form a hybrid mixed and parallel connection conversion type driving combination structure. The power of the input shaft 10 is input by the ring gear of the power splitting planetary gear 30 and output by the carrier of the power splitting planetary gear 30, the sun gear of the power splitting planetary gear 30 is connected with the second motor 60 after being accelerated by the planetary gear, and the first motor 50 is connected with the output after being decelerated by the first motor deceleration planetary gear 40. The carrier and the sun gear of the power split planetary gear 30 are connected with the power split gear synchronous coupling sleeve 21.

When the power split gear synchronous combination sleeve 21 is disconnected, the power of the input shaft 10 is transmitted in two paths, one path is directly transmitted through a planetary gear carrier of the power split planetary gear 30, the other path is transmitted to the second motor 60 through a sun gear of the power split planetary gear 30 to generate power, and the electric energy is converted into kinetic energy through the first motor 50 to be output, so that hybrid drive is formed. When the second motor 60 is braked, the input power is output after being decelerated by the power splitting planetary gear 30. When the power split gear synchronous coupling sleeve 21 is engaged, the input power is directly output through the power split planetary gear 30. When the power split gear synchronous combination sleeve 21 is combined or the second motor 60 is braked, the first motor 50 and the power split planetary gear 30 are connected in parallel to output, and a parallel hybrid drive is formed.

When the transverse transmission is used, the power of the input shaft 10 is transmitted in two paths, and one path of power is transmitted to the second shaft 90 through the combination of the gear combination sleeve D97 and the first-gear driving gear and the second-gear driving gear (or the third-gear driving gear and the third-gear driven gear). The other path of power is transmitted to the secondary shaft 90 through a hybrid power mixing and parallel connection conversion type driving combination formed by the power dividing planetary gear 30, the motor and the like. Then transmitted to the main speed reduction via the two shafts 90 and then output by the differential 49. After the input shaft locking sleeve 51 is combined, the first motor 50 and the second motor 60 are driven in parallel, and the requirements of low-speed forward and reverse are met.

The foregoing is illustrative of the preferred embodiments of the present invention, and it is to be understood that the invention is not limited to the precise form disclosed herein and is not to be construed as limited to the exclusion of other embodiments, and that various other combinations, modifications, and environments may be used and modifications may be made within the scope of the concepts described herein, either by the above teachings or the skill or knowledge of the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.

Claims

1. The hybrid power mixing and parallel connection conversion type driving combination structure is characterized by comprising an input shaft (10), a power splitting planetary gear (30), a first motor reduction planetary gear (40), a first motor (50), a second motor (60) and a second motor reduction planetary gear (70),

the sun gear of the power splitting planetary gear (30) is connected with a second motor (60) through a second motor reduction planetary gear (70), the planet carrier of the power splitting planetary gear (30) is connected to the output, and the first motor (50) is connected to the output through a first motor reduction planetary gear (40);

the power of the input shaft (10) is input by a gear ring of the power splitting planetary gear (30) and can be transmitted in two ways, one way is directly transmitted by a planet carrier of the power splitting planetary gear (30), the other way is transmitted to a second motor (60) to generate electricity by a sun gear of the power splitting planetary gear (30), and the electricity generated by the second motor (60) can be used for driving a first motor (50);

the transmission device is characterized by further comprising a transmission shaft (20), wherein the input shaft (10) is used for driving a gear ring of the power splitting planetary gear (30) to rotate, and a sun gear of the power splitting planetary gear (30) is used for driving the transmission shaft (20) to rotate; the planet carrier of the power splitting planetary gear (30) is used for driving the planet carrier of the first motor reduction planetary gear (40) to synchronously rotate; the sun gear of the first motor reduction planetary gear (40) is fixedly connected with the rotor of the first motor (50), the transmission shaft (20) is connected with the planet carrier of the second motor reduction planetary gear (70), the sun gear of the second motor reduction planetary gear (70) is connected with the rotor of the second motor (60), and the ring gear of the second motor reduction planetary gear (70), the stator of the first motor (50) and the stator of the second motor (60) are fixedly connected with the ring gear of the first motor reduction planetary gear (40);

the hollow shaft a (22) and the hollow shaft b (221) are further included;

the transmission shaft (20), the hollow shaft a (22), the hollow shaft b (221), a sun gear of the power splitting planetary gear (30) and a sun gear of the first motor reduction planetary gear (40) are all arranged concentrically;

the sun gear of the power splitting planetary gear (30) is fixedly sleeved on the transmission shaft (20), and two ends of the hollow shaft a (22) are respectively and fixedly connected with the planet carrier of the power splitting planetary gear (30) and the planet carrier of the first motor reduction planetary gear (40);

the hollow shaft b (221) is rotatably sleeved on the transmission shaft (20), and a sun gear of the first motor reduction planetary gear (40) and a rotor of the first motor (50) are fixedly sleeved on the hollow shaft b (221).

2. Hybrid mixing and parallel connection change type drive combination according to claim 1, characterized by further comprising a power split gear synchronous coupling sleeve (21), wherein the power split gear synchronous coupling sleeve (21) is used for realizing disconnection or driving connection of the planet carrier of the power split planetary gear (30) and the transmission shaft (20).