Electrical and electro-gas dual power driving device

Abstract

The application provides an electrical and pneoelectrical dual power driving device, which comprises a first power system, a second planetary gear mechanism, an output component, a second power system, a first planetary gear mechanism, a clutch assembly and a brake assembly; the first power system comprises a first motor and a first air motor, the second power system comprises a second motor and a second air motor, and the first planetary gear mechanism is connected with the second planetary gear mechanism; the second planetary gear mechanism is connected with the output component; the engagement of the clutch assembly and the brake assembly is selectively controlled, and continuous transmission ratios between the first motor and / or the second air motor and the output component are provided. The application adopts a reasonable hybrid mode by using the hybrid power composed of the pneoelectricity and the electricity, and makes the two power systems complementary.

Description

Technical Field

[0001] This invention relates to the field of hybrid power, and in particular to a dual-power drive device that combines electric and pneumatic power. Background Technology

[0002] Currently, the transmission methods used in light-duty machinery generally include gear single-flow transmission, hydraulic single-flow transmission, and hydraulic-gear composite transmission. For hybrid power sources such as internal combustion engines and batteries, gear single-flow transmission has high efficiency, but the transmission ratio is fixed, requiring frequent gear shifting during operation. Hydraulic single-flow transmission can easily achieve stepless speed regulation and transmit large torque, but its transmission efficiency is low.

[0003] Hybrid power, combining internal combustion engines and batteries, is a typical approach for new energy vehicles. However, the primary power source remains the internal combustion engine, which not only fails to reduce energy consumption but also increases pollutant emissions. Furthermore, while a large number of batteries are used for auxiliary power, inaccurate or flawed control strategies result in low battery utilization. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a dual-power drive device combining electric and pneumatic-electric power. This hybrid power system, consisting of pneumatic and electric components, not only reduces energy consumption but also significantly reduces smog. This power combination can be implemented in various forms, including series, parallel, and series-parallel configurations, and also distinguishes between primary and secondary power sources. Since both electric and pneumatic drive have their advantages, a rational hybrid mode is adopted to allow the two power systems to complement each other.

[0005] The present invention achieves the above-mentioned technical objectives through the following technical means.

[0006] An electric and pneumatic dual-power drive device includes a first power system, a second planetary gear mechanism, an output component, a second power system, a first planetary gear mechanism, a clutch assembly, and a brake assembly. The first power system includes a first electric motor and a first pneumatic motor; the second power system includes a second electric motor and a second pneumatic motor. The clutch assembly connects the first electric motor to the first planetary gear mechanism and the first pneumatic motor, respectively, and connects the first pneumatic motor to the first planetary gear mechanism. The clutch assembly connects the second pneumatic motor to the second planetary gear mechanism and the second electric motor, respectively, and connects the second electric motor to the second planetary gear mechanism. The first planetary gear mechanism is connected to the second planetary gear mechanism; the second planetary gear mechanism is connected to the output component. The engagement of the clutch assembly and the brake assembly is selectively controlled to provide a continuous transmission ratio between the first electric motor and / or the second pneumatic motor and the output component.

[0007] Furthermore, the first planetary gear mechanism includes a first ring gear, a first sun gear, and a first planet carrier; the second planetary gear mechanism includes a second ring gear, a second planet carrier, and a second sun gear; the first planet carrier and the second planet carrier are fixedly connected; the second planet carrier is connected to the output component.

[0008] The brake assembly includes a first brake B1, a second brake B2, and a third brake B3. The first brake B1 is used to connect a first gear ring to a fixed member, the second brake B2 is used to connect a second gear ring to a fixed member, and the third brake B3 is used to connect a second sun gear to a fixed member. The clutch assembly includes a fourth clutch C4, which selectively connects the first sun gear to the second gear ring.

[0009] Furthermore, the first power system also includes a first battery, a compressor, and a first gas cylinder; the first battery is used to drive the first motor, and the first gas cylinder is used to store pressurized gas generated by the compressor; the first gas cylinder is connected to the first gas motor.

[0010] The clutch assembly further includes a first clutch C1, a second clutch C2, and a third clutch C3. The first clutch C1 selectively connects the first motor to the first gear ring; the second clutch C2 selectively connects the first motor to the compressor; and the third clutch C3 selectively connects the first air motor to the first sun gear.

[0011] Furthermore, the second power system also includes a second gas cylinder, a second battery, and a generator; the second gas cylinder is used to drive a second gas motor, the second battery is used to drive a second motor, and the generator is connected to the second battery; the clutch assembly also includes a fifth clutch C5, a sixth clutch C6, and a seventh clutch C7, the fifth clutch C5 selectively connects the second motor to the first sun gear, the sixth clutch C6 selectively connects the second gas motor to the generator, and the seventh clutch C7 selectively connects the second gas motor to the second sun gear.

[0012] Furthermore, selectively controlling the engagement of the first clutch C1, the fourth clutch C4, and the second brake B2 provides a first electric drive mode between the first motor and the output component;

[0013] Selectively controlling the engagement of the second clutch C2, the third clutch C3, the fourth clutch C4 and the third brake B3 provides a drive mode in which the first electric drive and the first pneumatic drive are connected in series between the first motor and the output component;

[0014] Selectively controlling the engagement of the first clutch C1, the second clutch C2, and the third clutch C3 provides a hybrid drive mode of first electric drive and first pneumatic drive between the first motor and the output component.

[0015] Furthermore, selectively controlling the engagement of the seventh clutch C7 and the second brake B2 provides a second air drive between the second air motor and the output component;

[0016] Selectively controlling the engagement of the fourth clutch C4, the fifth clutch C5, the sixth clutch C6 and the third brake B3, or selectively controlling the engagement of the fifth clutch C5, the sixth clutch C6 and the first brake B1, provides a drive mode in which the second air drive and the second electric drive are connected in series between the second air motor and the output component.

[0017] Selectively controlling the engagement of the fourth clutch C4, the fifth clutch C5, the sixth clutch C6, and the seventh clutch C7 provides a driving mode that combines second air drive and second electric drive between the second air motor and the output component.

[0018] Furthermore, selectively controlling the engagement of the second clutch C2, the third clutch C3, the fourth clutch C4, and the seventh clutch C7 provides a driving mode in which the first electric drive and the first air drive are connected in series between the first motor and the second air motor and the output component, and then connected in parallel with the second air drive.

[0019] Furthermore, selectively controlling the engagement of the first clutch C1, the fifth clutch C5, and the sixth clutch C6 provides a driving mode in which the second pneumatic drive and the second electric drive are connected in series between the first motor and the second pneumatic motor and the output component, and then connected in parallel with the first electric drive.

[0020] The beneficial effects of this invention are as follows:

[0021] 1. The dual-power drive device (electric and pneumatic-electric) described in this invention, through a hybrid power system composed of pneumatic and electric power, can not only reduce energy consumption but also significantly reduce the occurrence of smog. This power combination not only has various forms such as series, parallel, and series-parallel connections but also distinguishes between primary and secondary power sources. Since both electric and pneumatic drive have their advantages, a reasonable hybrid mode is adopted to allow the two power systems to complement each other.

[0022] 2. The electric and pneumatic dual-power drive device of the present invention combines the characteristics of individual electric drive and pneumatic drive, and performs series, parallel and hybrid combination analysis to obtain a drive mode with its own advantages.

[0023] 3. The electric and pneumatic dual-power drive device of the present invention conducts selective combination optimization research based on the respective characteristics of the electric hybrid electric system and the pneumatic hybrid electric system.

[0024] 4. The dual-power drive device of the present invention combines the working characteristics of both electrical and pneumatic-electric drive devices and selects working conditions that meet actual requirements. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. The drawings described below are some embodiments of the present invention. For those skilled in the art, it is obvious that other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the electrical and pneumatic dual-power drive device described in this invention.

[0027] Figure 2 This is a schematic diagram of the first electric drive power flow described in this invention.

[0028] Figure 3 This is a schematic diagram of the power flow of the first electric drive and the first pneumatic drive in series according to the present invention.

[0029] Figure 4 This is a schematic diagram of the power flow of the first electric drive and the first pneumatic drive hybrid system described in this invention.

[0030] Figure 5 This is a schematic diagram of the second air-driven power flow according to the present invention.

[0031] Figure 6 This is a schematic diagram of the power flow of the second air drive and the second electric drive connected in series according to the present invention.

[0032] Figure 7 This is a schematic diagram of the power flow of the second air drive and the second electric drive in series according to the present invention.

[0033] Figure 8 This is a schematic diagram of the power flow of the second air-driven and second electric-driven hybrid system described in this invention.

[0034] Figure 9 This is a schematic diagram of the power flow of the first electric drive and the first air drive connected in series, and then connected in parallel with the second air drive, as described in this invention.

[0035] Figure 10 This is a schematic diagram of the power flow of the second air drive and the second electric drive connected in series, and then connected in parallel with the first electric drive, as described in this invention.

[0036] Figure 11 This is a schematic diagram of the energy management and control strategy process described in this invention.

[0037] In the picture:

[0038] 1-First power system; 1-1-First battery; 1-2-First motor; 1-3-First clutch C1; 1-4-Second clutch C2; 1-5-Compressor; 1-6-Third clutch C3; 1-7-First air motor; 1-8-First air cylinder; 2-Second planetary gear mechanism; 2-1-Fourth clutch C4; 2-2-Second brake B2; 2-3-Second gear ring; 2-4-Second planetary carrier; 2-5-Second sun gear; 3-Output shaft; 4-Second power system; 4-1-Third brake B3; 4-2-Seventh clutch C7; 4-3-Second air motor; 4-4-Sixth clutch C6; 4-5-Second air cylinder; 4-6-Second battery; 4-7-Generator; 4-8-Fifth clutch C5; 4-9-Second motor; 5-First planetary gear mechanism; 5-1-First gear ring; 5-2-First sun gear; 5-3-First planetary carrier; 5-4-First brake B1. Detailed Implementation

[0039] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but the scope of protection of the present invention is not limited thereto.

[0040] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0041] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "axial," "radial," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0042] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0043] like Figure 1 As shown, the dual-power drive device of the present invention, comprising an electric and pneumatic-electric system 1, a second planetary gear mechanism 2, an output shaft 3, a second power system 4, a first planetary gear mechanism 5, a clutch assembly, and a brake assembly;

[0044] The first power system 1 includes a first motor 1-2, a first air motor 1-7, a first battery 1-1, a compressor 1-5, and a first gas cylinder 1-8. The first battery 1-1 is used to drive the first motor 1-2, and the first gas cylinder 1-8 is used to store the pressurized gas generated by the compressor 1-5. The first gas cylinder 1-8 is connected to the first air motor 1-7. The first battery 1-1 is the main power source. When a large amount of power is needed, the first air motor 1-7 is turned on to increase the power. When the pressure in the first gas cylinder 1-8 decreases and the first battery 1-1 still has remaining capacity, the first motor 1-2 can drive the compressor 1-5 to generate high-pressure gas, which is stored in the first gas cylinder 1-8. The second power system 4 includes a second motor 4-9, a second air motor 4-3, a second gas cylinder 4-5, a second battery 4-6, and a generator 4-7. The second gas cylinder 4-5 is used to drive the second air motor 4-3, the second battery 4-6 is used to drive the second motor 4-9, and the generator 4-7 is connected to the second battery 4-6. The second gas cylinder 4-5 is the main power source. When a large amount of power is needed, the second motor 4-9 is turned on to increase the power. When the capacity of the second battery 4-6 decreases and the second gas cylinder 4-5 still has pressure, the second air motor 4-3 can drive the generator 4-7 to generate electricity, which is stored in the second battery 4-6.

[0045] The first planetary gear mechanism 5 includes a first ring gear 5-1, a first sun gear 5-2, and a first planet carrier 5-3; the second planetary gear mechanism 2 includes a second ring gear 2-3, a second planet carrier 2-4, and a second sun gear 2-5; the first planet carrier 5-3 is fixedly connected to the second planet carrier 2-4; the second planet carrier 2-4 is connected to the output shaft 3.

[0046] The brake assembly includes a first brake B1 5-4, a second brake B2 2-2, and a third brake B3 4-1. The first brake B1 5-4 is used to connect the first gear ring 5-1 to the fixing member, the second brake B2 2-2 is used to connect the second gear ring 2-3 to the fixing member, and the third brake B3 4-1 is used to connect the second sun gear 2-5 to the fixing member.

[0047] The clutch assembly includes a first clutch C11-3, a second clutch C21-4, a third clutch C31-6, a fourth clutch C42-1, a fifth clutch C54-8, a sixth clutch C64-4, and a seventh clutch C74-2. The first clutch C11-3 selectively connects the first motor 1-2 to the first gear ring 5-1; the second clutch C21-4 selectively connects the first motor 1-2 to the compressor 1-5; the third clutch C31-6 selectively connects the first air motor 1-7 to the first sun gear 5-2; the fourth clutch C42-1 selectively connects the first sun gear 5-2 to the second gear ring 2-3; the fifth clutch C54-8 selectively connects the second motor 4-9 to the first sun gear 5-2; the sixth clutch C64-4 selectively connects the second air motor 4-3 to the generator 4-7; and the seventh clutch C74-2 selectively connects the second air motor 4-3 to the second sun gear 2-5.

[0048] By selectively controlling the first clutch C1 1-3, the second clutch C2 1-4, the third clutch C3 1-6, the fourth clutch C4 2-1, the fifth clutch C5 4-8, the sixth clutch C6 4-4, the seventh clutch C7 4-2, the first brake B1 5-4, the second brake B2 2-2, and the third brake B3 4-1, eight different forms and nine types of power drive modes are provided between the first motor 1-2 and / or the second air motor 4-3 and the output component, including: first electric drive, first electric drive and first air drive in series, first electric drive and first air drive in mixed series, second air drive, second air drive and second electric drive in series 1, second air drive and second electric drive in series 2, second air drive and second electric drive in mixed series, first electric drive and first air drive in series, then in parallel with the second air drive, and second air drive and second air drive in series, then in parallel with the first electric drive. The engagement states of the switching elements for each drive mode are shown in Table 1.

[0049] Table 1. Engagement status of each drive mode switching element

[0050]

[0051] Note: "▲" indicates that the component is in the engaged state.

[0052] The power flow diagram of the first electric drive is shown below. Figure 2 As shown, the first clutch C1 1-3, the fourth clutch C4 2-1, and the second brake B2 2-2 are engaged. The power supplied by the first battery 1-1 to the first motor 1-2 is output from the output shaft 3 via the first ring gear 5-1, the first planetary carrier 5-3, and the second planetary carrier 2-4.

[0053] The power flow diagram of the first electric drive and the first pneumatic drive connected in series is shown below. Figure 3 As shown, the second clutch C2 1-4, the third clutch C3 1-6, the fourth clutch C4 2-1, and the third brake B3 4-1 are engaged. The power supplied by the first battery 1-1 to the first motor 1-2 is output from the output shaft 3 via the compressor 1-5, the first gas cylinder 1-8, the first air motor 1-7, the second ring gear 2-3, and the second planetary carrier 2-4.

[0054] The power flow diagram of the first electric drive and the first pneumatic drive combined is shown below. Figure 4 As shown, the first clutch C1 1-3, the second clutch C2 1-4, and the third clutch C3 1-6 are engaged. The power supplied by the first battery 1-1 to the first motor 1-2 is transmitted in two ways: one through the compressor 1-5, the first gas cylinder 1-8, and the first air motor 1-7, to the first sun gear 5-2; the other directly to the first ring gear 5-1. The combined power is then transmitted through the first planetary carrier 5-3 and the second planetary carrier 2-4, and output from the output shaft 3.

[0055] The power flow diagram driven by the second air is shown below. Figure 5 As shown, the seventh clutch C7 4-2 and the second brake B2 2-2 are engaged. The power supplied by the second gas cylinder 4-5 to the second gas motor 4-3 is output from the output shaft 3 via the second sun gear 2-5 and the second planetary carrier 2-4.

[0056] The power flow diagram of the second air-driven and second electric-driven series connection is shown below. Figure 6 As shown, the fourth clutch C4 2-1, the fifth clutch C5 4-8, the sixth clutch C6 4-4, and the third brake B3 4-1 are engaged. The power supplied by the second gas cylinder 4-5 to the second gas motor 4-3 is output from the output shaft 3 via the generator 4-7, the second battery 4-6, the second motor 4-9, the second ring gear 2-3, and the second planetary carrier 2-4.

[0057] The power flow diagram of the second air-driven and second electric-driven series connection is shown below. Figure 7As shown, the fifth clutch C5 4-8, the sixth clutch C6 4-4, and the first brake B1 5-4 are engaged. The power supplied by the second gas cylinder 4-5 to the second gas motor 4-3 is output from the output shaft 3 via the generator 4-7, the second battery 4-6, the second motor 4-9, the first sun gear 5-2, the first planetary carrier 5-3, and the second planetary carrier 2-4.

[0058] The power flow diagram of the hybrid connection of the second air-driven and the second electric-driven systems is shown below. Figure 8 As shown, the fourth clutch C4 2-1, the fifth clutch C5 4-8, the sixth clutch C6 4-4, and the seventh clutch C7 4-2 are engaged. The power supplied by the second gas cylinder 4-5 to the second gas motor 4-3 is transmitted in one direction via the generator 4-7, the second battery 4-6, and the second motor 4-9 to the first ring gear 5-1, and in another direction directly to the second sun gear 2-5. The combined power is then output from the output shaft 3 via the second planetary carrier 2-4.

[0059] The power flow diagram of the first electric drive connected in series with the first pneumatic drive, and then connected in parallel with the second pneumatic drive is shown below. Figure 9 As shown, the second clutch C2 1-4, the third clutch C3 1-6, the fourth clutch C4 2-1, and the seventh clutch C7 4-2 are engaged. The power supplied by the first battery 1-1 to the first motor 1-2 is transmitted to the second ring gear 2-3 via the compressor 1-5, the first gas cylinder 1-8, and the first air motor 1-7; the power supplied by the second gas cylinder 4-5 to the second air motor 4-3 is transmitted to the second sun gear 2-5; the combined power is output from the output shaft 3 via the second planetary carrier 2-4.

[0060] The power flow diagram of the second air drive and the second electric drive connected in series, and then connected in parallel with the first electric drive, is shown below. Figure 10 As shown, the first clutch C1 1-3, the fifth clutch C5 4-8, and the sixth clutch C6 4-4 are engaged. The power supplied by the first battery 1-1 to the first motor 1-2 is directly transmitted to the first ring gear 5-1; the power supplied by the second gas cylinder 4-5 to the second gas motor 4-3 is transmitted to the first sun gear 5-2 via the generator 4-7, the second battery 4-6, and the second motor 4-9; the combined power is output from the output shaft 3 via the first planetary carrier 5-3 and the second planetary carrier 2-4.

[0061] The energy management and control strategy flow of the powertrain system described in this invention is as follows: Figure 11 As shown. Taking the target vehicle speed as input, the power demand for power operation is calculated using the transmission configuration characteristics, and the transmission speed and torque are output. Based on the SOC state, gas pressure state and energy management strategy, the relevant parameters for system power matching, including the first power system 1 and the second power system 4, are determined, and the actual power of the motor and gas engine is input to the transmission configuration, and finally fed back to the vehicle speed.

[0062] Using the first battery 1-1 as the main power source, when a large power is needed (i.e., exceeding the set power value), the first air motor 1-7 is turned on to increase the power. When the pressure in the first gas cylinder 1-8 decreases and the first battery 1-1 still has remaining capacity, the first motor 1-2 can drive the compressor 1-5 to generate high-pressure gas, which is stored in the first gas cylinder 1-8. The remaining capacity of the first battery 1-1 can be understood as the capacity of the first battery 1-1 being sufficient to start the first motor 1-2 to drive the compressor 1-5.

[0063] The second gas cylinder 4-5 serves as the primary power source. When greater power is required (i.e., exceeding the set power value), the second motor 4-9 is activated to increase power. When the capacity of the second battery 4-6 decreases, but the second gas cylinder 4-5 still has pressure, the second air motor 4-3 can drive the generator 4-7 to generate electricity, which is stored in the second battery 4-6. The fact that the second gas cylinder 4-5 still has pressure can be understood as meaning that the pressure in the second gas cylinder 4-5 can drive the second air motor 4-3 to drive the generator 4-7 to generate electricity.

[0064] It should be understood that although this specification is described according to various embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0065] The detailed descriptions listed above are merely specific illustrations of feasible embodiments of the present invention and are not intended to limit the scope of protection of the present invention. All equivalent embodiments or modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. A dual-power drive device, comprising both electrical and pneumatic power, characterized in that, The system includes a first power system (1), a second planetary gear mechanism (2), an output component, a second power system (4), a first planetary gear mechanism (5), a clutch assembly, and a brake assembly. The first power system (1) includes a first motor (1-2) and a first air motor (1-7). The second power system (4) includes a second motor (4-9) and a second air motor (4-3). The clutch assembly connects the first motor (1-2) to the first planetary gear mechanism (5) and the first air motor (1-7) respectively. The clutch assembly connects the first air motor (1-7) to... First planetary gear mechanism (5); the clutch assembly connects the second air motor (4-3) to the second planetary gear mechanism (2) and the second motor (4-9) respectively, and the clutch assembly connects the second motor (4-9) to the second planetary gear mechanism (2); the first planetary gear mechanism (5) is connected to the second planetary gear mechanism (2); the second planetary gear mechanism (2) is connected to the output member; selectively controlling the engagement of the clutch assembly and the brake assembly to provide a continuous transmission ratio between the first motor (1-2) and / or the second air motor (4-3) and the output member; The first planetary gear mechanism (5) includes a first gear ring (5-1), a first sun gear (5-2), and a first planet carrier (5-3); the second planetary gear mechanism (2) includes a second gear ring (2-3), a second planet carrier (2-4), and a second sun gear (2-5); the first planet carrier (5-3) and the second planet carrier (2-4) are fixedly connected; the second planet carrier (2-4) is connected to the output component; The brake assembly includes a first brake B1 (5-4), a second brake B2 (2-2), and a third brake B3 (4-1). The first brake B1 (5-4) is used to connect a first gear ring (5-1) to a fixed member. The second brake B2 (2-2) is used to connect a second gear ring (2-3) to a fixed member. The third brake B3 (4-1) is used to connect a second sun gear (2-5) to a fixed member. The clutch assembly includes a fourth clutch C4 (2-1), which selectively connects the first sun gear (5-2) to the second gear ring (2-3). The first power system (1) further includes a first battery (1-1), a compressor (1-5), and a first gas cylinder (1-8); the first battery (1-1) is used to drive the first motor (1-2), and the first gas cylinder (1-8) is used to store the pressurized gas generated by the compressor (1-5); the first gas cylinder (1-8) is connected to the first gas motor (1-7); The clutch assembly further includes a first clutch C1 (1-3), a second clutch C2 (1-4), and a third clutch C3 (1-6). The first clutch C1 (1-3) selectively connects the first motor (1-2) to the first gear ring (5-1); the second clutch C2 (1-4) selectively connects the first motor (1-2) to the compressor (1-5); and the third clutch C3 (1-6) selectively connects the first air motor (1-7) to the first sun gear (5-2). The second power system (4) further includes a second gas cylinder (4-5), a second battery (4-6), and a generator (4-7); the second gas cylinder (4-5) is used to drive a second gas motor (4-3), the second battery (4-6) is used to drive a second motor (4-9), and the generator (4-7) is connected to the second battery (4-6); the clutch assembly further includes a fifth clutch C5 (4-8), a sixth clutch C6 (4-4), and a seventh clutch C7 (4-2), the fifth clutch C5 (4-8) selectively connects the second motor (4-9) to the first sun gear (5-2), the sixth clutch C6 (4-4) selectively connects the second gas motor (4-3) to the generator (4-7), and the seventh clutch C7 (4-2) selectively connects the second gas motor (4-3) to the second sun gear (2-5).

2. The dual-power drive device (electric and pneumatic) according to claim 1, characterized in that, Selectively controlling the engagement of the first clutch C1 (1-3), the fourth clutch C4 (2-1), and the second brake B2 (2-2) provides a first electric drive mode between the first motor (1-2) and the output component; Selectively controlling the engagement of the second clutch C2 (1-4), the third clutch C3 (1-6), the fourth clutch C4 (2-1), and the third brake B3 (4-1) provides a drive mode in which the first electric drive and the first pneumatic drive are connected in series between the first motor (1-2) and the output component; Selectively controlling the engagement of the first clutch C1 (1-3), the second clutch C2 (1-4), and the third clutch C3 (1-6) provides a driving mode in which the first electric drive and the first pneumatic drive are mixed between the first motor (1-2) and the output component.

3. The dual-power drive device (electric and pneumatic) according to claim 1, characterized in that, Selectively controlling the engagement of the seventh clutch C7 (4-2) and the second brake B2 (2-2) provides a second air drive between the second air motor (4-3) and the output component; Selectively control the engagement of the fourth clutch C4 (2-1), the fifth clutch C5 (4-8), the sixth clutch C6 (4-4), and the third brake B3 (4-1), or selectively control the engagement of the fifth clutch C5 (4-8), the sixth clutch C6 (4-4), and the first brake B1 (5-4) to provide a drive mode in which the second pneumatic drive and the second electric drive are connected in series between the second pneumatic motor (4-3) and the output component; Selectively controlling the engagement of the fourth clutch C4 (2-1), the fifth clutch C5 (4-8), the sixth clutch C6 (4-4), and the seventh clutch C7 (4-2) provides a driving mode in which the second pneumatic drive and the second electric drive are mixed between the second pneumatic motor (4-3) and the output component.

4. The dual-power drive device (electric and pneumatic) according to claim 1, characterized in that, Selectively controlling the engagement of the second clutch C2 (1-4), the third clutch C3 (1-6), the fourth clutch C4 (2-1), and the seventh clutch C7 (4-2) provides a drive mode in which the first electric drive and the first air drive are connected in series with the first air drive and then connected in parallel with the second air drive between the first motor (1-2) and the second air motor (4-3) and the output component.

5. The dual-power drive device (electric and pneumatic) according to claim 1, characterized in that, Selectively controlling the engagement of the first clutch C1 (1-3), the fifth clutch C5 (4-8), and the sixth clutch C6 (4-4) provides a driving mode in which the first motor (1-2) and the second pneumatic motor (4-3) are connected in series with the output component, and then connected in parallel with the first electric drive.

Images