A power-holding composite transmission device with dual independent power inputs

Abstract

This invention discloses a dual-power independent input power-holding composite transmission device, relating to the fields of hybrid and pure electric vehicles. Its core components include: a planetary gear set, first and second input shafts, first and second intermediate shafts, an output shaft, a brake, three synchronizers, and six pairs of constantly meshing gears. The device features a compact spatial structure, eliminating the clutch and significantly reducing the need for high-level electromechanical-hydraulic integration. It has fewer intermediate power transmission links, resulting in high transmission efficiency. With two independent power input routes, it can achieve uninterrupted power shifting without a clutch, making shifting smoother. The device offers multiple operating modes, including single power input, speed coupling, torque coupling, and sequential speed / torque coupling, to meet various vehicle performance requirements, the power coupling performance needs of different drive systems, and to select different operating modes according to load changes, thereby reducing overall vehicle energy consumption.

Description

Technical Field

[0001] This invention belongs to the technical field of pure electric vehicles and hybrid vehicles, and particularly relates to a power-holding composite transmission device with dual independent power inputs. Background Technology

[0002] Driven by environmental awareness, the new energy vehicle sector has ushered in a period of rapid development. Among them, pure electric and hybrid systems, as the two mainstream technological routes, have shown enormous potential, but have also exposed some significant technological and market challenges.

[0003] Pure electric systems have garnered widespread attention due to their zero emissions and low energy consumption. However, while direct-drive pure electric systems offer a simple structure, their power performance is relatively limited. Pure electric systems equipped with AMT transmissions attempt to improve performance through gear shifting, but the power interruption during gear changes negatively impacts the driving experience and hinders market adoption.

[0004] In the field of hybrid vehicles, although the AMT parallel system equipped with a coupler combines the advantages of traditional fuel vehicles and electric vehicles, the lack of maturity of AMT transmission technology and the power interruption problem during gear shifts have raised questions about driving comfort.

[0005] Therefore, we propose a dual-power independent input power-holding composite transmission device to improve system performance, reduce costs, and optimize the driving experience. Summary of the Invention

[0006] The purpose of this invention is to provide a power-holding composite transmission device with dual independent power inputs to solve the above-mentioned problems.

[0007] To achieve the above objectives, the present invention provides the following solution:

[0008] A power-holding composite transmission device with dual independent power inputs, comprising:

[0009] Output shaft, used for power output;

[0010] A first power unit is used for power input, and the first power unit is connected to a first input shaft.

[0011] The second power unit is used for power input, and the second power unit is connected to the second input shaft.

[0012] A power coupling device, wherein the output end of the power coupling device is connected to the input end of the output shaft, and the power coupling device is used to selectively input or couple the power of the first input shaft and the second input shaft to the output shaft;

[0013] The coupling input methods include speed coupling, torque coupling, and speed / torque sequential coupling.

[0014] Preferably, the power coupling device includes:

[0015] A single-row busbar planetary gear setter, wherein the input end of the single-row busbar planetary gear setter is connected to the output end of the first input shaft via a transmission connection;

[0016] The first dual-gear switching device is used for the transmission connection between the second input shaft and the single-row busbar planetary gear device;

[0017] The second dual-gear switching device is used for the transmission connection between the second input shaft and the output shaft;

[0018] The third dual-gear switching device is used to drive the single-row planetary gear unit to the output shaft.

[0019] Preferably, the single-row busbar planetary gear setter includes:

[0020] The sun gear is axially connected to the first input shaft;

[0021] Planetary gears mesh with the outer side of the sun gear. Multiple planetary gears are provided and are rotatably mounted on a planet carrier. The planet carrier is connected to the second input shaft via the first dual-gear switching device.

[0022] A gear ring is fitted around the outside of a plurality of planetary gears, and the gear ring meshes with the planetary gears;

[0023] The second intermediate shaft is connected to the gear ring shaft, and the second intermediate shaft is connected to the output shaft through the third dual-gear switching device.

[0024] Preferably, the first dual-gear switching device includes:

[0025] The first synchronizer is horizontally slidably mounted on the second input shaft, and the first synchronizer is radially limited to the second input shaft.

[0026] The first meshing gear pair, used for the transmission connection between the second input shaft and the planetary carrier, is located on one side of the first synchronizer;

[0027] The second meshing gear pair, used for the transmission connection between the second input shaft and the planetary carrier, is located on the other side of the first synchronizer;

[0028] The first synchronizer is used to control the connection between the first meshing gear pair or the second meshing gear pair and the second input shaft;

[0029] The second meshing gear is connected to a brake.

[0030] Preferably, the second dual-gear switching device includes:

[0031] The second synchronizer is horizontally slidably mounted on the second input shaft, and the second synchronizer is radially limited to the second input shaft.

[0032] The third meshing gear pair, used for the transmission connection between the second input shaft and the first intermediate shaft, is located on one side of the second synchronizer;

[0033] The fourth meshing gear pair, used for the transmission connection between the second input shaft and the first intermediate shaft, is located on the other side of the second synchronizer;

[0034] The second synchronizer is used to control the connection between the third or fourth meshing gear pair and the second input shaft;

[0035] The fifth meshing gear pair is used for the drive connection between the first intermediate shaft and the output shaft.

[0036] Preferably, the third dual-gear switching device includes:

[0037] The third synchronizer is horizontally slidably disposed on the second intermediate shaft, and the third synchronizer is radially limited to the second intermediate shaft.

[0038] The seventh meshing gear pair, used for the drive connection between the second intermediate shaft and the output shaft, is located on one side of the third synchronizer;

[0039] The sixth meshing gear pair, used for the drive connection between the second intermediate shaft and the output shaft, is located on the other side of the third synchronizer;

[0040] The third synchronizer is used to control the connection between the seventh meshing gear pair or the sixth meshing gear pair and the second intermediate shaft.

[0041] The planetary gears of the single-row confluence planetary gear set are connected to the second input shaft via a first meshing gear pair or a second meshing gear pair, which can realize the speed coupling output of the first power unit and the second power unit;

[0042] The fifth meshing gear pair device is used for the transmission connection between the first intermediate shaft and the output shaft, which can realize the torque coupling output of the first power device and the second power device. The brake is used for locking and releasing the second meshing gear pair.

[0043] Preferably, the first power unit is one of a fuel engine, an electric motor, or a combination of a fuel engine and an electric motor.

[0044] Preferably, the second power unit is an electric motor or a combination of an engine and an electric motor.

[0045] Preferably, the braking unit includes a brake, which is in transmission engagement with the second meshing gear pair, and the brake is used to control the operation of the second meshing gear pair.

[0046] The above-mentioned devices can be applied to, but are not limited to, pure electric vehicles. Combinations of dual power source devices are shown in the appendix. Figure 2 As shown, by selecting appropriate motors, such as using a brushless motor for the second power unit and coaxially arranging the engine and motor; directly replacing the motor in the first power unit with the engine; or arranging the motor in the first power unit coaxially with the engine, hybrid power output can be achieved through this composite transmission device to meet the power demands of different driving scenarios. This composite transmission device has diverse operating modes and can intelligently select the appropriate drive system for power transmission based on actual load changes. This dynamic adjustment capability ensures that each power source always operates within its high-efficiency power range, thereby maximizing energy utilization. By reducing unnecessary energy waste, this system not only improves the overall performance of the vehicle but also achieves energy conservation and emission reduction, actively responding to the call for environmental protection and sustainable development.

[0047] When the vehicle's power unit consists of two electric motors and the vehicle is powered by a battery, the operating process of each mode of the present invention is as follows:

[0048] When the vehicle is operating under medium load conditions:

[0049] Mode 1: The first motor works independently. At this time, the brake is locked, the first synchronizer and the second synchronizer are in the middle position, and the power output of the first motor is transmitted to the second intermediate shaft through the gear ring of the single planetary gear busbar. The third synchronizer located on the second intermediate shaft can transmit the power to the power output shaft by being positioned to the left or right.

[0050] When the vehicle is operating under low load conditions:

[0051] Mode 2: Motor 2 works independently, and the first synchronizer is in the neutral position. Whether the brake is working or not does not affect the power transmission route of the second motor in Mode 2. The second synchronizer is positioned to the left or right to transmit the power of the second input shaft to the second intermediate shaft, and output the power through the output shaft.

[0052] When the vehicle is operating under high load conditions:

[0053] Mode 3: Dual-power drive system speed coupling. The first motor and the second motor work simultaneously, and the brake is stopped. The first synchronizer is positioned to the left or right, and the second synchronizer is in the middle position. The power of the second motor drives the first or second pair of meshing gears to rotate. The power of the first motor drives the sun gear of the single planetary gear busbar to rotate. At this time, the power of the first motor and the second motor is coupled in the single planetary gear busbar. The power is transmitted to the second intermediate shaft through the outer gear ring of the planetary gear. The second synchronizer on the second intermediate shaft is positioned to the left or right, thus realizing the speed coupling power output of the dual-power drive system.

[0054] Mode 4: Dual-power drive system with torque coupling. The first and second motors operate simultaneously, with brakes engaged. The first synchronizer is in the neutral position, and the second synchronizer is either on the left or right. The power from the second motor drives the third or fourth pair of meshing gears, transmitting power to the first intermediate shaft. From there, the power is transmitted to the output shaft via the fifth pair of constant-mesh gears. The power from the first motor drives the sun gear of the single planetary gear train, transmitting power to the second intermediate shaft via the ring gear of the planetary gear train. The second synchronizer on the second intermediate shaft is either on the left or right, transmitting the power from the first motor to the output shaft via the sixth or seventh pair of constant-mesh gears. This achieves torque coupling power output in the dual-power drive system.

[0055] Mode 5: Dual-power drive system with speed-to-torque coupling. Under certain special conditions, the first and second motors operate simultaneously, and the brakes are stopped. The first synchronizer is positioned to the left or right, and the second synchronizer is positioned to the left or right. The power of the second motor drives the first or second pair of meshing gears to rotate. Part of the power of the first motor drives the sun gear of the single planetary gear busbar to rotate. The other part of the power of the first motor drives the fifth constant mesh gear pair to rotate through the gear pair, the first input shaft, and the first intermediate shaft. The power of the first motor and the power of the second motor first achieve speed coupling of the dual-power drive system in the single planetary gear busbar. The power after speed coupling is transmitted to the second intermediate shaft through the ring gear of the planetary gear set. The second synchronizer on the second intermediate shaft is positioned to the left or right, and transmits the power to the power output shaft through the sixth or seventh pair of constant mesh gears, thus realizing the power output of the dual-power drive system with speed coupling followed by torque coupling.

[0056] When the vehicle's first and second power units are an engine and an electric motor, respectively, the engine replaces the first motor in the aforementioned dual-motor drive system, thus enabling the vehicle's hybrid power output. In this case, the operation of this invention can be broadly divided into six modes, five of which are similar to the modes described above and will not be elaborated upon further. The sixth mode is the engine-driven charging mode.

[0057] Mode Six: The engine is running, the second motor is not running, the brakes are engaged, the first synchronizer is in the neutral position, and the engine's power is transmitted to the second intermediate shaft through the ring gear of the single planetary gear set. The third synchronizer on the second intermediate shaft is either left or right, transmitting power to the power output shaft. Due to the left or right position of the second synchronizer, the power on the output shaft is split through the fifth pair of constant mesh gears. Part of the power will drive the second motor to rotate through the first intermediate shaft and the second output shaft. At this time, the second motor acts as a generator to charge the vehicle's battery.

[0058] When the first power unit is a combination of an internal combustion engine and an electric motor, and the second power unit is an electric motor, or the first power unit is an electric motor, and the second power unit is a combination of an internal combustion engine and an electric motor, with a brushless motor selected, the vehicle is a hybrid vehicle with three power sources. The vehicle can be divided into the following working modes, and the working process of each working mode is as follows:

[0059] Single-motor operating mode: The first motor operates independently, while the second motor and the internal combustion engine are not working. In this mode, the brake is locked, and the first and second synchronizers are in the neutral position. The power output from the first motor is transmitted to the second intermediate shaft via the external gear ring of the single planetary gear busbar. The third synchronizer on the second intermediate shaft, positioned to the left or right, can then transmit power to the output shaft. Similarly, the second motor operating independently is similar to the dual-motor drive system described above, and will not be repeated here.

[0060] Dual-motor operating mode: The first motor and the second motor operate simultaneously, the internal combustion engine is not working, and the brakes are off. The first synchronizer is positioned to the left or right, and the second synchronizer is in the center position. The power of the second motor drives the first or second pair of meshing gears to rotate, while the power of the first motor drives the sun gear of the single planetary gear busbar to rotate. At this time, the power of the first motor and the second motor achieves speed coupling in the single planetary gear busbar, and the power is transmitted to the second intermediate shaft through the external gear ring of the planetary gear set. The second synchronizer on the second intermediate shaft is positioned to the left or right, thus achieving the power coupling output of the dual motors. Similarly, the torque coupling and speed-first-then-torque coupling processes in the dual-motor operating mode are similar to those in the dual-motor drive system described above, and will not be repeated here.

[0061] Three-power-source simultaneous operation mode: The first motor, the second motor, and the internal combustion engine operate simultaneously, and the brakes are stopped. The first synchronizer is positioned to the left or right, and the second synchronizer is in the center position. The hybrid power of the internal combustion engine and the second motor drives the first or second pair of meshing gears to rotate. The power of the first motor drives the sun gear of the single planetary gear busbar to rotate. At this time, the power of the three drive systems achieves speed coupling at the single planetary gear busbar, and the power is transmitted to the second intermediate shaft through the ring gear of the planetary gear set. The second synchronizer on the second intermediate shaft is positioned to the left or right, thus realizing the power coupling output of the three power sources. When the power device of this invention patent is a three-power-source device, in this operating mode, speed coupling, torque coupling of the three power sources, and power coupling based on speed first and then torque can be achieved simultaneously. The specific working process is the same as that of a dual-motor device.

[0062] Single-motor charging and single-motor output mode: The first motor is driven independently, the internal combustion engine works, driving the rotor of the second motor to rotate. At this time, the second motor acts as a generator, and the brake is locked. The first synchronizer and the second synchronizer are in the neutral position. The power output of the first motor is transmitted to the second intermediate shaft through the gear ring of the single planetary gear busbar. The third synchronizer located on the second intermediate shaft can be left or right to transmit the power of the motor to the power output shaft. The second motor is driven by the internal combustion engine and acts as a generator to charge the battery. The other combination type is similar to the above working process.

[0063] Single-motor charging hybrid power output mode: The first motor and the internal combustion engine work simultaneously. The internal combustion engine drives the rotor of the second motor to rotate and cut magnetic field lines. The second motor acts as a generator to charge the battery. At the same time, the brake is not engaged. The first synchronizer is either on the left or right, and the second synchronizer is in the middle position. The power output of the first motor is transmitted to the sun gear, and the additional power of the internal combustion engine is transmitted to the planetary gears. At this time, the hybrid power is transmitted to the second intermediate shaft through the external gear ring of the single planetary gear busbar. The third synchronizer on the second intermediate shaft is either on the left or right, which can transmit the hybrid power of the first motor and the internal combustion engine to the power output shaft. In this mode, it can be regarded that part of the power of the internal combustion engine is used to drive the second motor to generate electricity, and the other part of the power is output through the second output shaft. This mode has the same output effect as the power coupling of the dual-power drive system. Its working process has been described above, so it will not be elaborated on here.

[0064] Compared with the prior art, the present invention has the following advantages and technical effects:

[0065] In operation, the first and second power units drive the first and second input shafts to rotate respectively. A planetary gear set coupling system couples the rotational speeds of the first and second input shafts. Alternatively, a fifth pair of meshing gears can achieve torque coupling between the two power units, outputting power through the output shaft. The planetary gear set and the fifth pair of meshing gears allow for both individual output from the first and second power units and combined output of power from both. It features two independent power input routes, enabling clutchless gear shifting with uninterrupted power delivery using an electric motor. This novel design makes it suitable not only for pure electric vehicles but also for hybrid vehicles. It offers diverse transmission modes, such as single-drive system operation, dual-drive or triple-drive system speed coupling, torque coupling, and a power output mode combining speed coupling and torque coupling, effectively solving the efficiency and power interruption problems of current electric vehicle power coupling devices. This device benefits from its single planetary gearbox busbar design and novel structural layout. Utilizing the rapid speed regulation characteristics of the electric motor, the power of the Mode 2 drive system intervenes in advance during gear shifts, ensuring continuous power output, significantly reducing shift jerks, and improving driving smoothness and comfort. The device's spatial structure is relatively compact, eliminating the traditional clutch assembly and reducing the complexity of electromechanical-hydraulic integration. Attached Figure Description

[0066] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly described below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0067] Figure 1 A simplified schematic diagram of a dual-motor independently driven structure;

[0068] Figure 2 A simplified diagram showing the layout of a dual-drive or triple-drive system;

[0069] Figure 3 The power transmission route is the first gear in the mode;

[0070] Figure 4 The second-gear power transmission route is in mode one;

[0071] Figure 5 This is the first gear power transmission route under mode two;

[0072] Figure 6 This refers to the second-gear power transmission route under Mode 2;

[0073] Figure 7 This refers to the first gear power transmission route in Mode 3;

[0074] Figure 8 This refers to the second-gear power transmission route in Mode 3.

[0075] Figure 9 This refers to the three-speed power transmission route in Mode 3;

[0076] Figure 10 This refers to the power transmission route for fourth gear in Mode 3.

[0077] Figure 11 The power transmission route for first gear in mode four;

[0078] Figure 12 The second gear power transmission route in mode four;

[0079] Figure 13 The power transmission route for the third gear in Mode 4;

[0080] Figure 14 The power transmission route for fourth gear in mode four;

[0081] Figure 15 This is the power transmission route for first gear in Mode 5.

[0082] Figure 16 This refers to the second-gear power transmission route in Mode 5.

[0083] Figure 17 The power transmission route for the third gear in Mode 5;

[0084] Figure 18 The power transmission route for fourth gear in Mode 5;

[0085] Figure 19 The power transmission route for fifth gear in Mode 5;

[0086] Figure 20 The power transmission route for sixth gear in Mode 5;

[0087] Figure 21 The power transmission route for the seventh gear in Mode 5;

[0088] Figure 22 The power transmission route for the eighth gear in Mode 5;

[0089] Figure 23 The power transmission route for switching from Mode 1 to Mode 2;

[0090] The components are as follows: 1. First motor; 2. First gear pair; 3. Second motor; 4. Second input shaft; 5. First synchronizer; 6. Second gear pair; 7. Brake; 8. Third gear pair; 9. Second synchronizer; 10. Fourth gear pair; 11. First intermediate shaft; 12. Fifth gear pair; 13. Output shaft; 14. Sixth gear pair; 15. Third synchronizer; 16. Seventh gear pair; 17. Second intermediate shaft; 18. Gear ring. 19. Planetary gear; 20. Sun gear; 21. First input shaft; 201. First gear; 202. Second gear; 601. Third gear; 602. Fourth gear; 801. Fifth gear; 802. Sixth gear; 1001. Seventh gear; 1002. Eighth gear; 1201. Ninth gear; 1202. Tenth gear; 1401. Eleventh gear; 1402. Twelfth gear; 1601. Thirteenth gear; 1602. Fourteenth gear. Detailed Implementation

[0091] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0092] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0093] Reference Figures 1 to 23 This invention discloses a power-holding composite transmission device with dual independent power inputs, comprising:

[0094] Output shaft 13 is used for power output;

[0095] A first power unit is used for power input, and the first power unit is connected to a first input shaft 21.

[0096] The second power unit is used for power input, and the second power unit is connected to the second input shaft 4.

[0097] The power coupling device is connected to the input end of the output shaft 13. The power coupling device is used to selectively input or couple the power of the first input shaft 21 and the second input shaft 4 to the output shaft 13.

[0098] The coupling input methods include speed coupling, torque coupling, and speed / torque sequential coupling.

[0099] In use, the first power unit and the second power unit drive the first input shaft 21 and the second input shaft 4 to rotate, respectively. A power coupling device can output power from either the first input shaft 21 or the second input shaft 4 to the output shaft 13. Alternatively, the first input shaft 21 and the second input shaft 4 can be coupled using a speed coupling, torque coupling, or a combination of speed and torque coupling to output power to the output shaft 13. This power coupling device allows for both individual output from the first power unit and the second power unit, as well as combined output from both. During gear shifts, mode switching effectively solves the problem of power interruption, improving driving comfort, optimizing the driving experience, and enhancing system performance. Furthermore, this device has a simple structure and is relatively easy to integrate.

[0100] This device can be mounted on various types of vehicles, including transportation vehicles, agricultural vehicles, engineering vehicles, and military vehicles. It can also be used with various types of power sources. When the vehicle's drive system has a single power source, its simplified structural diagram is shown below. Figure 1 As shown, when a vehicle is powered solely by a battery, it is a pure electric vehicle. When a vehicle's drive system uses two or more power sources, its simplified structural diagram is as follows: Figure 2 As shown, this powertrain can also be applied to hybrid vehicles, providing hybrid power to the vehicle.

[0101] This novel device is suitable not only for pure electric vehicles but also for hybrid vehicles. It features diverse transmission modes, such as a single drive system operating mode, dual-drive or triple-drive system speed coupling, torque coupling, and a power output mode that combines speed coupling and torque coupling, effectively solving the efficiency and power interruption problems of current electric vehicle power coupling devices. The invention achieves clutchless, uninterrupted power delivery thanks to its single planetary gearbox confluence device design and novel structural arrangement. Utilizing the rapid speed regulation characteristics of the electric motor, the power of the mode two drive system intervenes in advance during gear shifts, ensuring continuous power output, significantly reducing shift jerks, and improving driving smoothness and comfort. The device's compact spatial structure eliminates the need for traditional clutch components, reducing the complexity of electromechanical-hydraulic integration.

[0102] In summary, the dual-power independent input power holding type composite transmission device of the present invention is more compact and economical in structural design, has lower cost, and the integrated design of the power coupling device is relatively easy, thus having certain market promotion potential and application prospects.

[0103] Further optimization of the scheme includes the following power coupling device:

[0104] A single-row busbar planetary gear set, wherein the input end of the single-row busbar planetary gear set is connected to the output end of the first input shaft 21 via a transmission connection;

[0105] The first dual-gear switching device is used for the transmission connection between the second input shaft 4 and the single-row confluence planetary gear device.

[0106] The second dual-gear switching device is used for the transmission connection between the second input shaft 4 and the output shaft 13;

[0107] The third dual-gear switching device is used for the transmission connection between the single-row busbar planetary gear unit and the output shaft 13.

[0108] Further optimization of the design includes: a single-row busbar planetary gear setter.

[0109] Sun gear 20 is connected to the first input shaft 21;

[0110] Planetary gears 19 mesh with the outer side of the sun gear 20. Multiple planetary gears 19 are provided, and multiple planetary gears 19 are rotatably mounted on the planet carrier. The planet carrier is connected to the second input shaft 4 through the first dual-gear switching device.

[0111] A gear ring 18 is fitted on the outside of several planet gears 19, and the gear ring 18 meshes with the planet gears 19;

[0112] The second intermediate shaft 17 is connected to the gear ring 18, and the second intermediate shaft 17 is connected to the output shaft 13 through the third dual-gear switching device.

[0113] Further optimization of the scheme: The first dual-gear switching device includes:

[0114] The first synchronizer 5 is horizontally slidably mounted on the second input shaft 4, and the first synchronizer 5 is radially limited to the second input shaft 4.

[0115] The first meshing gear pair 2, used for connecting the second input shaft 4 to the planetary carrier transmission, is located on one side of the first synchronizer 5;

[0116] The second meshing gear pair 6 is used to connect the second input shaft 4 to the planetary carrier drive and is located on the other side of the first synchronizer 5;

[0117] The first synchronizer 5 is used to control the connection between the first meshing gear pair 2 or the second meshing gear pair 6 and the second input shaft 4;

[0118] The second meshing gear 6 is connected to a brake 7.

[0119] The brake 7 is engaged with the second meshing gear pair 6, and the brake 7 is used to control the locking and releasing of the second meshing gear pair 6.

[0120] Further optimization of the scheme includes the following second dual-gear switching device:

[0121] The second synchronizer 9 is horizontally slidably mounted on the second input shaft 4, and the second synchronizer 9 is radially limited to the second input shaft 4.

[0122] The third meshing gear pair 8 is used for the transmission connection between the second input shaft 4 and the first intermediate shaft 11, and is located on one side of the second synchronizer 9;

[0123] The fourth meshing gear pair 10 is used for the transmission connection between the second input shaft 4 and the first intermediate shaft 11, and is located on the other side of the second synchronizer 9;

[0124] The second synchronizer 9 is used to control the connection between the third meshing gear pair 8 or the fourth meshing gear pair 10 and the second input shaft 4;

[0125] The fifth meshing gear pair 12 is used for the transmission connection between the first intermediate shaft 11 and the output shaft 13.

[0126] Further optimization of the scheme includes the following third dual-gear switching device:

[0127] The third synchronizer 15 is horizontally slidably mounted on the second intermediate shaft 17, and the third synchronizer 15 is radially limited to the second intermediate shaft 17.

[0128] The seventh meshing gear pair 16 is used for the transmission connection between the second intermediate shaft 17 and the output shaft 13, and is located on one side of the third synchronizer 15;

[0129] The sixth meshing gear pair 14, used for the transmission connection between the second intermediate shaft 17 and the output shaft 13, is located on the other side of the third synchronizer 15;

[0130] The third synchronizer 15 is used to control the connection between the seventh meshing gear pair 16 or the sixth meshing gear pair 14 and the second intermediate shaft 17.

[0131] Further optimization of the scheme: the first power unit is one of a fuel engine, an electric motor, or a combination of a fuel engine and an electric motor.

[0132] Further optimization of the scheme: the second power unit is either an electric motor or a combination of an engine and an electric motor.

[0133] The first power unit and the second power unit include, but are not limited to, the first motor 1 and the second motor 3. The first motor 1 is directly connected to the sun gear 20 of the single-row planetary gear set through the first input shaft 21. The rotor of the second motor 3 is rigidly connected to the second input shaft 4. At the same time, the second input shaft 4 is provided with the first gear 201, the third gear 601, the fifth gear 801 and the seventh gear 1001. The first gear 201, the third gear 601, the fifth gear 801 and the seventh gear 1001 are loosely fitted on the second input shaft 4.

[0134] The first synchronizer 5 is located between the first gear 201 and the third gear 601, and the second synchronizer 9 is located between the fifth gear 801 and the seventh gear 1001. Both the first synchronizer 5 and the second synchronizer 9 are bidirectional synchronizers.

[0135] The first synchronizer 5 and the second synchronizer 9 are both slidably mounted on the second input shaft 4 via a key and keyway engagement, and are radially limited to the second input shaft 4 via a key and keyway engagement.

[0136] A single-row planetary gear set merging device consists of a sun gear 20, multiple planet gears 19, and a ring gear 18. The sun gear 20 is directly connected to the first input shaft 21. The planet carriers of the planet gears 19 are rigidly connected to the second gear 202 and the fourth gear 602. The ring gear 18 is connected to the second intermediate shaft 17. The two input ends of the single-row planetary gear set merging device are directly or indirectly connected to the first motor 1 and the second motor 3, respectively. When the vehicle requires a large power output, the power output from the first motor 1 drives the sun gear 20 of the planetary gear set through the first input shaft 21. The second motor 3 drives the second input shaft 4 to rotate. The first synchronizer 5 is positioned to the left or right, and the second synchronizer 9 is positioned in the middle. At the same time, the brake 7 is released. At this time, the power of the second motor 3 is transmitted to the planet gears 19 of the planetary gear set, thus realizing the speed coupling between the output power of the first motor 1 and the second motor 3.

[0137] When brake 7 is locked, first synchronizer 5 is in the middle, and second motor 3 is not working, the power output of first motor 1 is transmitted; when first motor 1 and second motor 3 work simultaneously, first synchronizer 5 is in the left or right position, second synchronizer 9 is in the middle position, and brake 7 is not working, the coupled power of first motor 1 and second motor 3 is output.

[0138] Output shaft 13: Three cylindrical gears are coaxially fixedly connected, namely the thirteenth gear 1601, the eleventh gear 1401, and the tenth gear 1202. The thirteenth gear 1601 meshes with the fourteenth gear 1602, and the eleventh gear 1401 meshes with the twelfth gear 1402. The fourteenth gear 1602 and the twelfth gear 1402 are loosely fitted on the second intermediate shaft 17. A third synchronizer 15 is provided between the fourteenth gear 1602 and the twelfth gear 1402. The third synchronizer 15 is a bidirectional synchronizer. The third synchronizer 15 is slidably connected to the second intermediate shaft 17 through a key engagement. The second intermediate shaft 17 and the third synchronizer 15 are radially limited to each other. The power output or interruption is achieved by the operation of the third synchronizer 15.

[0139] The first intermediate shaft 11 has a similar structure to the transmission output shaft 13, and meshes with the gears of the second input shaft 4 and the transmission output shaft to realize power transmission.

[0140] The fifth gear 801 meshes with the sixth gear 802, and the seventh gear 1001 meshes with the eighth gear 1002. The sixth gear 802 and the eighth gear 1002 are shafted on the first intermediate shaft 11. The first intermediate shaft 11 is also shafted with the ninth gear 1201, which meshes with the tenth gear 1202.

[0141] When this device is installed in a pure electric vehicle, and the dual-drive system consists of two electric motors, a simplified structural diagram is shown below. Figure 1 As shown, this invention patent can be roughly divided into five modes, and the working process of each mode is as follows:

[0142] The working process of the first gear in this mode: The first motor 1 works alone, the brake 7 is locked, the first synchronizer 5 and the second synchronizer 9 are in the middle position, and the power output of the first motor 1 is transmitted to the second intermediate shaft 17 through the external gear ring 18 of the single planetary gear busbar. The third synchronizer 15 located on the second intermediate shaft 17 is in the left position, and the power is transmitted to the output shaft 13 through the seventh meshing gear pair 16. The power transmission route in this mode is as follows: Figure 3 As shown.

[0143] The second gear operation in mode 1: The first motor 1 operates independently, with brake 7 locked. The first synchronizer 5 and the second synchronizer 9 are in the neutral position. The power output from the first motor 1 is transmitted to the second intermediate shaft 17 via the external gear ring 18 of the single planetary gear busbar. The third synchronizer 15 on the second intermediate shaft 17 is in the right position, and the power is transmitted to the output shaft 13 via the sixth meshing gear pair 14. The power transmission route in this mode is as follows: Figure 4 As shown.

[0144] The working process of the first gear in Mode 2: The second motor 3 operates independently, and the first synchronizer 5 is in the neutral position. Whether the brake 7 is activated or not does not affect the power transmission route of the second motor 3 in Mode 2. The second synchronizer 9 is in the left position, transmitting the power from the second input shaft 4 to the first intermediate shaft 11, and then outputting the power through the output shaft 13. The power transmission route in this mode is as follows: Figure 5 As shown.

[0145] The second-gear operation in Mode 2: The second motor 3 operates independently, and the first synchronizer 5 is in the neutral position. Whether the brake 7 is engaged or not does not affect the power transmission route of the second motor 3 in Mode 2. The second synchronizer 9 is in the right-hand position, transmitting the power from the second input shaft 4 to the first intermediate shaft 11, and then outputting the power through the output shaft 13. The power transmission route in this mode is as follows: Figure 6 As shown.

[0146] The working process of first gear in mode 3: First motor 1 and second motor 3 work simultaneously, and brake 7 stops working. First synchronizer 5 is in the left position, and second synchronizer 9 is in the middle position. The power of second motor 3 drives the first meshing gear pair 2 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. At this time, the power of first motor 1 and second motor 3 is coupled in the single planetary gear busbar, and the power is transmitted to the second intermediate shaft 17 through the outer gear ring 18 of the planetary gear. The third synchronizer 15 on the second intermediate shaft 17 is in the left position, thus realizing the first gear output under dual motor power coupling. The power transmission route in this mode is as follows: Figure 7 As shown.

[0147] The second-gear operation in Mode 3: First motor 1 and second motor 3 operate simultaneously, and brake 7 is stopped. First synchronizer 5 is in the left position, and second synchronizer 9 is in the center position. The power of second motor 3 drives the second meshing gear pair 6 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. At this time, the power of first motor 1 and second motor 3 is coupled in the single planetary gear busbar, and the power is transmitted to the second intermediate shaft 17 through the outer gear ring 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is in the right position, thus achieving the second-gear output under dual-motor power coupling. The power transmission route in this mode is as follows: Figure 8 As shown.

[0148] The three-speed operation process in Mode 3: First motor 1 and second motor 3 operate simultaneously, and brake 7 stops. First synchronizer 5 is in the right-hand position, and second synchronizer 9 is in the center position. The power of second motor 3 drives the first meshing gear pair 2 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. At this time, the power of first motor 1 and second motor 3 is coupled in the single planetary gear busbar, and the power is transmitted to the second intermediate shaft 17 through the outer gear ring 18 of the planetary gear. The third synchronizer 15 on the second intermediate shaft 17 is in the left-hand position, thus achieving three-speed output under dual-motor power coupling. The power transmission route in this mode is as follows: Figure 9 As shown.

[0149] The fourth-gear operation in Mode 3: First motor 1 and second motor 3 operate simultaneously, and brake 7 is stopped. First synchronizer 5 is in the right-hand position, and second synchronizer 9 is in the center position. The power of second motor 3 drives the second meshing gear pair 6 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. At this time, the power of first motor 1 and second motor 3 is coupled in the single planetary gear busbar, and the power is transmitted to the second intermediate shaft 17 through the ring gear 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is in the right-hand position, thus achieving four-gear output under dual-motor power coupling. The power transmission route in this mode is as follows: Figure 10 As shown.

[0150] The working process of first gear in mode four: First motor 1 and second motor 3 operate simultaneously, brake 7 is engaged, first synchronizer 5 is in the center position, and second synchronizer 9 is on the left. The power of second motor 3 drives the third meshing gear pair 8 of the second input shaft 4 to rotate, and transmits the power to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate, and transmits the power to the second intermediate shaft 17 through the ring gear 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is on the left, and the power of first motor 1 is transmitted to the output shaft 13 through the seventh meshing gear pair 16, thus achieving first gear output under dual-motor power torque coupling. The power transmission route in this mode is as follows: Figure 11 As shown.

[0151] The second-gear operation in Mode 4: First motor 1 and second motor 3 operate simultaneously, brake 7 engages, first synchronizer 5 is in the center position, and second synchronizer 9 is on the left. The power of second motor 3 drives the fourth meshing gear pair 10 of the second input shaft 4 to rotate, transmitting power to the output shaft 13 via the fifth meshing gear pair 12 of the first intermediate shaft 11. The power of first motor 1 drives the sun gear 20 of the single planetary gearbox to rotate, transmitting power to the second intermediate shaft 17 via the ring gear 18 of the planetary gearbox. The third synchronizer 15 on the second intermediate shaft 17 is on the right, and the power of first motor 1 is transmitted to the output shaft 13 via the seventh meshing gear pair 16, thus achieving second-gear output under dual-motor torque coupling. The power transmission route in this mode is as follows: Figure 12 As shown.

[0152] The three-speed operation process in Mode 4: First motor 1 and second motor 3 operate simultaneously, brake 7 is engaged, first synchronizer 5 is in the center position, second synchronizer 9 is on the right, the power of second motor 3 drives the third meshing gear pair 8 of the second input shaft 4 to rotate, and transmits the power to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The power of first motor 1 drives the sun gear 20 of the single planetary gearbox to rotate, and transmits the power to the second intermediate shaft 17 through the ring gear 18 of the planetary gearbox. The third synchronizer 15 on the second intermediate shaft 17 is on the left, and the power of first motor 1 is transmitted to the output shaft 13 through the sixth meshing gear pair 14, thus achieving three-speed output under dual-motor power torque coupling. The power transmission route in this mode is as follows: Figure 13 As shown.

[0153] The working process of four gears in mode four: The first motor 1 and the second motor 3 work simultaneously, the brake 7 is engaged, the first synchronizer 5 is in the middle position, and the second synchronizer 9 is on the right. The power of the second motor 3 drives the fourth meshing gear pair 10 of the second input shaft 4 to rotate, and transmits the power to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The power of the first motor 1 drives the sun gear 20 of the single planetary gearbox to rotate, and transmits the power to the second intermediate shaft 17 through the ring gear 18 of the planetary gearbox. The third synchronizer 15 on the second intermediate shaft 17 is on the right, and the power of the first motor 1 is transmitted to the output shaft 13 through the sixth meshing gear pair 14, thus achieving four-gear output under dual-motor power torque coupling. The power transmission route in this mode is as follows: Figure 14 As shown.

[0154] Under certain specific operating conditions, it may be necessary for the power of a dual-motor drive system to undergo speed coupling first. In this case, a portion of the power from one of the drive systems is coupled to torque at its output shaft with the power from the previously speed-coupled system. This achieves speed-first, then torque coupling of the power in the dual-motor drive system. The working process of each gear in this mode is as follows:

[0155] The working process of first gear in mode 5: First motor 1 and second motor 3 work simultaneously, brake 7 is released, first synchronizer 5 is shifted to the left, second synchronizer 9 is shifted to the left, the power of second motor 3 drives the first meshing gear pair 2 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power of the two motors is coupled in speed at the single planetary gear busbar. At this time, the remaining power of first motor 1 or second motor 3 is transmitted to first intermediate shaft 11 through third meshing gear pair 8 of second input shaft 4, and then to output shaft 13 through fifth meshing gear pair 12 of first intermediate shaft 11. The speed-coupled power is transmitted to second intermediate shaft 17 through the ring gear 18 of planetary gear set. Third synchronizer 15 on second intermediate shaft 17 is shifted to the left, thus realizing the first gear output of the dual motor power system under speed-first and torque-second coupling. The power transmission route in this mode is as follows: Figure 15 As shown.

[0156] The second-gear operation process in Mode 5: First motor 1 and second motor 3 operate simultaneously. Brake 7 is released, first synchronizer 5 is positioned to the right, and second synchronizer 9 is positioned to the left. The power of second motor 3 drives the second meshing gear pair 6 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power from the two motors is coupled in speed through the single planetary gear busbar. At this time, the remaining power from either first motor 1 or second motor 3 is transmitted to the first intermediate shaft 11 through the third meshing gear pair 8 of the second input shaft 4, and then to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The speed-coupled power is transmitted to the second intermediate shaft 17 through the ring gear 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is positioned to the left, thus achieving the second-gear output of the dual-motor power system under speed-first, then torque-coupled conditions. The power transmission route in this mode is as follows: Figure 16 As shown.

[0157] The three-speed operation process in Mode 5: First motor 1 and second motor 3 operate simultaneously. Brake 7 is released, first synchronizer 5 is positioned to the left, and second synchronizer 9 is positioned to the right. The power of second motor 3 drives the second input shaft 4 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power from the two motors is coupled at speed through the single planetary gear busbar. At this time, part of the power from first motor 1 or second motor 3 is transmitted to the first intermediate shaft 11 through the fourth meshing gear pair 10 of the second input shaft 4, and then to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The speed-coupled power is transmitted to the second intermediate shaft 17 through the ring gear 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is positioned to the left, thus achieving three-speed output under the dual-motor power system with speed-to-torque coupling. The power transmission route in this mode is as follows: Figure 17 As shown.

[0158] The fourth-gear operation process in Mode 5: First motor 1 and second motor 3 operate simultaneously. Brake 7 is released, first synchronizer 5 is on the right, and second synchronizer 9 is on the right. The power of second motor 3 drives the second meshing gear pair 6 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power from the two motors is coupled at speed in the single planetary gear busbar. At this time, part of the power from first motor 1 or second motor 3 is transmitted to first intermediate shaft 11 through fourth meshing gear pair 10 of second input shaft 4, and then to output shaft 13 through fifth meshing gear pair 12 of first intermediate shaft 11. The speed-coupled power is transmitted to second intermediate shaft 17 through the ring gear 18 of the planetary gear set. Third synchronizer 15 on second intermediate shaft 17 is on the left, thus achieving four-gear output under the dual-motor power system with speed-to-torque coupling. The power transmission route in this mode is as follows: Figure 18 As shown.

[0159] The five-speed operation process in Mode 5: First motor 1 and second motor 3 operate simultaneously. Brake 7 is released, first synchronizer 5 is positioned to the left, and second synchronizer 9 is positioned to the left. The power of second motor 3 drives the first meshing gear pair 2 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power from the two motors is coupled at speed in the single planetary gear busbar. At this time, the remaining power from either first motor 1 or second motor 3 is transmitted to the first intermediate shaft 11 through the third meshing gear pair 8 of the second input shaft 4, and then to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The speed-coupled power is transmitted to the second intermediate shaft 17 through the ring gear 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is positioned to the right, thus achieving the five-speed output of the dual-motor power system under speed-to-torque coupling. The power transmission route in this mode is as follows: Figure 19 As shown.

[0160] The six-speed operation process in Mode 5: First motor 1 and second motor 3 operate simultaneously. Brake 7 is released, first synchronizer 5 is positioned to the right, and second synchronizer 9 is positioned to the left. The power of second motor 3 drives the second meshing gear pair 6 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power from the two motors is coupled at speed through the single planetary gear busbar. At this time, the remaining power from either first motor 1 or second motor 3 is transmitted to the first intermediate shaft 11 through the third meshing gear pair 8 of the second input shaft 4, and then to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The speed-coupled power is transmitted to the second intermediate shaft 17 through the ring gear 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is positioned to the right, thus achieving six-speed output under the dual-motor power system with speed-to-torque coupling. The power transmission route in this mode is as follows: Figure 20 As shown.

[0161] The working process of the seventh gear in Mode 5: The first motor 1 and the second motor 3 work simultaneously, the brake 7 is released, the first synchronizer 5 is on the left, and the second synchronizer 9 is on the right. The power of the second motor 3 drives the second input shaft 4 to rotate, and the power of the first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power of the two motors is coupled in speed through the single planetary gear busbar. At this time, part of the power of the first motor 1 or the second motor 3 is transmitted to the first intermediate shaft 11 through the fourth meshing gear pair 10 of the second input shaft 4, and then to the output shaft 13 through the fifth meshing gear pair 12 of the first intermediate shaft 11. The speed-coupled power is transmitted to the second intermediate shaft 17 through the ring gear 18 of the planetary gear set. The third synchronizer 15 on the second intermediate shaft 17 is on the right, thus realizing the seventh gear output of the dual motor power system under the condition of speed-first and then torque coupling. The power transmission route in this mode is as follows: Figure 21 As shown.

[0162] The eight-speed operation process in Mode 5: First motor 1 and second motor 3 operate simultaneously. Brake 7 is released, first synchronizer 5 is on the right, and second synchronizer 9 is on the right. The power of second motor 3 drives the second meshing gear pair 6 to rotate, and the power of first motor 1 drives the sun gear 20 of the single planetary gear busbar to rotate. Part of the power from the two motors is coupled at speed in the single planetary gear busbar. At this time, part of the power from first motor 1 or second motor 3 is transmitted to first intermediate shaft 11 through fourth meshing gear pair 10 of second input shaft 4, and then to output shaft 13 through fifth meshing gear pair 12 of first intermediate shaft 11. The speed-coupled power is transmitted to second intermediate shaft 17 through the ring gear 18 of the planetary gear set. Third synchronizer 15 on second intermediate shaft 17 is on the right, thus achieving eight-speed output under the dual-motor power system with speed-to-torque coupling. The power transmission route in this mode is as follows: Figure 22 As shown.

[0163] This invention patent allows for uninterrupted power output during gear shifting both between and within modes. The Mode 2 drive system intervenes during both mode-to-mode and mode-to-mode gear shifts. Mode 2, with the second motor operating independently, can either drive the vehicle alone or serve as a transition point during gear shifts. Since Mode 2 is involved in every gear shift, this article uses the switch from Mode 1 to Mode 3 as an example to demonstrate the specific working process of each component. Because the switching processes for other gears are similar to the switch from Mode 1 to Mode 3, they will not be repeated here. The working process of switching from Mode 1 to Mode 3 is as follows:

[0164] Switching from Mode 1 to Mode 3: In Mode 1, the first motor 1 operates independently, outputting power through the first input shaft 21 and the gear ring 18 of the single planetary gear bus. To switch to Mode 3, the second motor 3 needs to operate in advance, with the second synchronizer 9 positioned to the left or right. The power output from the second motor 3 is transmitted to the first intermediate shaft through the third meshing gear pair 8 or the fourth meshing gear pair 10. The third synchronizer 15 moves to the center position, interrupting power in Mode 1. However, due to the intervention of power in Mode 2, the overall vehicle power is not interrupted. Then, the brake 7 disengages, the first synchronizer 5 is positioned to the left or right, the third synchronizer 15 is positioned to the left, and the second synchronizer 9 moves to the center position, coupling the output speeds of the first motor 1 and the second motor 3. Through these operations, uninterrupted power transmission is achieved during mode switching, improving the driving experience. The power transmission route for switching from Mode 1 to Mode 3 is as follows: Figure 23 As shown.

[0165] It should be noted that this device can achieve uninterrupted power without the participation of a wet clutch. This is because Mode 2 intervenes during gear shifting. At the moment of gear shifting, power can be output through the power transmission route of Mode 2, thus achieving the purpose of uninterrupted power. At the same time, since there is no clutch, the requirements for high integration of electromechanical and hydraulic systems are reduced, thereby reducing the difficulty and cost of processing and manufacturing. Relatively complex functions can be achieved through logic control alone.

[0166] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to 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 this invention.

[0167] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A power-holding composite transmission device with dual independent power inputs, characterized in that, include: Output shaft (13) is used for power output; The first power unit is used for power input, and the first power unit is connected to the first input shaft (21). The second power unit is used for power input, and the second power unit is connected to the second input shaft (4). A power coupling device, wherein the output end of the power coupling device is connected to the input end of the output shaft (13) for transmission, and the power coupling device is used to selectively input or couple the power of the first input shaft (21) and the second input shaft (4) to the output shaft (13). The coupling input methods include speed coupling, torque coupling, and speed / torque sequential coupling. The power coupling device includes: A single-row busbar planetary gear setter, wherein the input end of the single-row busbar planetary gear setter is connected to the output end of the first input shaft (21) via a transmission connection; The first dual-gear switching device is used for the transmission connection between the second input shaft (4) and the single-row confluence planetary gear device; The second dual-gear switching device is used for the transmission connection between the second input shaft (4) and the output shaft (13); The third dual-gear switching device is used for the transmission connection between the single-row busbar planetary gear unit and the output shaft (13).

2. The power-holding composite transmission device with dual independent power inputs according to claim 1, characterized in that, The single-row busbar planetary gear set includes: The sun gear (20) is axially connected to the first input shaft (21); Planetary gears (19) mesh with the outer side of the sun gear (20). Multiple planetary gears (19) are provided, and multiple planetary gears (19) are rotatably mounted on the planet carrier. The planet carrier is connected to the second input shaft (4) through the first dual-gear switching device. A gear ring (18) is fitted on the outside of a plurality of planetary gears (19), and the gear ring (18) meshes with the planetary gears (19); The second intermediate shaft (17) is axially connected to the gear ring (18), and the second intermediate shaft (17) is connected to the output shaft (13) through the third dual-gear switching device.

3. The power-holding composite transmission device with dual independent power input according to claim 2, characterized in that, The first dual-gear switching device includes: The first synchronizer (5) is horizontally slidably disposed on the second input shaft (4), and the first synchronizer (5) is radially limited to the second input shaft (4); The first meshing gear pair (2), used for the second input shaft (4) to be connected to the planetary carrier transmission, is located on one side of the first synchronizer (5); The second meshing gear pair (6), used for the second input shaft (4) to be connected to the planetary carrier transmission, is located on the other side of the first synchronizer (5); The first synchronizer (5) is used to control the connection between the first meshing gear pair (2) or the second meshing gear pair (6) and the second input shaft (4); The second meshing gear pair (6) is connected to a brake (7). The brake (7) is in transmission cooperation with the second meshing gear pair (6), and the brake (7) is used to control the operation of the second meshing gear pair (6).

4. The power-holding composite transmission device with dual independent power inputs according to claim 1, characterized in that, The second dual-gear switching device includes: The second synchronizer (9) is horizontally slidably disposed on the second input shaft (4), and the second synchronizer (9) is radially limited to the second input shaft (4); The third meshing gear pair (8), used for the transmission connection between the second input shaft (4) and the first intermediate shaft (11), is located on one side of the second synchronizer (9); The fourth meshing gear pair (10), used for the transmission connection between the second input shaft (4) and the first intermediate shaft (11), is located on the other side of the second synchronizer (9); The second synchronizer (9) is used to control the connection between the third meshing gear pair (8) or the fourth meshing gear pair (10) and the second input shaft (4); The fifth meshing gear pair (12) is used for the transmission connection between the first intermediate shaft (11) and the output shaft (13).

5. A power-holding composite transmission device with dual independent power inputs according to claim 2, characterized in that, The third dual-gear switching device includes: The third synchronizer (15) is horizontally slidably disposed on the second intermediate shaft (17), and the third synchronizer (15) is radially limited to the second intermediate shaft (17); The seventh meshing gear pair (16), used for the transmission connection between the second intermediate shaft (17) and the output shaft (13), is located on one side of the third synchronizer (15); The sixth meshing gear pair (14), used for the transmission connection between the second intermediate shaft (17) and the output shaft (13), is located on the other side of the third synchronizer (15); The third synchronizer (15) is used to control the connection between the seventh meshing gear pair (16) or the sixth meshing gear pair (14) and the second intermediate shaft (17).

6. The power-holding composite transmission device with dual independent power input according to claim 1, characterized in that: The first power unit is one of a fuel engine, an electric motor, or a combination of a fuel engine and an electric motor.

7. A power-holding composite transmission device with dual independent power inputs according to claim 1, characterized in that: The second power unit is either an electric motor or a combination of an internal combustion engine and an electric motor.

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