Couplable power transmission device and vehicle

Abstract

The invention discloses a coupleable power transmission device and a vehicle. The coupleable power transmission device comprises a first motor, a second motor, a first speed reducer, a second speed reducer, a first power output end, a second power output end and a coupling mechanism. The first motor comprises a first output shaft and a first inner shaft, the first output shaft, the first speed reducer and the first power output end are sequentially in transmission connection, and the first inner shaft is in transmission connection with the first power output end; the second motor comprises a second output shaft and a second inner shaft, the second output shaft, the second speed reducer and the second power output end are sequentially in transmission connection, and the second inner shaft is in transmission connection with the second power output end; the first output shaft, the first inner shaft, the second output shaft and the second inner shaft are all connected with the coupling mechanism in a power transmission state adjustable mode. According to the invention, the output driving modes can be increased, so that the selection flexibility of a user is improved, and the user experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transmission, and in particular to a coupleable power transmission device and a vehicle. Background Art

[0002] The new energy vehicle market continues to explode, and the power system of new energy vehicles is also beginning to become an industry competition point in terms of high performance. As the ultimate form of high-performance electric drive, distributed electric drive is gradually entering the industry for research or application. However, in addition to the main function of achieving inter-wheel torque vector control and achieving extreme power while improving handling stability, the distributed electric drive on the market has some common shortcomings in the entire industry: (1) There is only one gear, and a single wheel is only under a single-speed reducer, which cannot achieve motor speed regulation and insufficient utilization of the motor's high efficiency area; (2) Some differential locks are added between the wheels to form a hard locking state, but no other coupling is formed between the two motors between the wheels, which cannot create more driving modes for users to choose. Summary of the Invention

[0003] In view of this, an object of the present invention is to provide a coupled power transmission device and a vehicle that can increase the output driving mode so that the user can select different driving modes in more actual working conditions, thereby improving the user's selection flexibility and enhancing the user experience.

[0004] A coupleable power transmission device in the present invention includes a first motor, a second motor, a first reducer, a second reducer, a first power output end, a second power output end, and a coupling mechanism;

[0005] The first motor includes a first output shaft and a first inner shaft disposed inside the first output shaft, the first output shaft, the first reducer and the first power output end are sequentially connected in a transmission manner, and the first inner shaft is connected in a transmission manner to the first power output end;

[0006] The second motor includes a second output shaft and a second inner shaft arranged inside the second output shaft, the second output shaft, the second reducer and the second power output end are sequentially connected in a transmission manner, and the second inner shaft is connected in a transmission manner to the second power output end;

[0007] The first output shaft, the first inner shaft, the second output shaft, and the second inner shaft are all connected to the coupling mechanism in a manner in which the power transmission state is adjustable.

[0008] Furthermore, the first reducer is a double planetary gear reducer, comprising a first sun gear, a first planet carrier, a first ring gear, a second sun gear, a second planet carrier, a second ring gear and a first fixed housing;

[0009] The first sun gear is connected to the first output shaft, the first planet carrier is provided with a plurality of first planet gears meshing with the first sun gear, and the first ring gear is meshing with the plurality of first planet gears;

[0010] The second sun gear is connected to the first planet carrier, the second planet carrier is provided with a plurality of second planet gears meshing with the second sun gear, and the second ring gear is meshed with the plurality of second planet gears;

[0011] The first inner shaft, the second planetary carrier and the first power output end are connected.

[0012] Furthermore, the first ring gear is connected to the first fixed housing via a zeroth clutch, the second ring gear is connected to the first fixed housing via a second clutch, and the first inner shaft is connected to the first planet carrier via a fourth clutch.

[0013] Furthermore, the zeroth clutch and the second clutch are normally closed clutches, and the fourth clutch is a normally open clutch.

[0014] Furthermore, the second reducer is also a double planetary gear reducer, and the second reducer includes a third sun gear, a third planet carrier, a third ring gear, a fourth sun gear, a fourth planet carrier, a fourth ring gear and a second fixed housing;

[0015] The third sun gear is connected to the second output shaft, the third planet carrier is provided with a plurality of third planet gears meshing with the third sun gear, and the third ring gear is meshed with the plurality of third planet gears;

[0016] The fourth sun gear is connected to the third planet carrier, the fourth planet carrier is provided with a plurality of fourth planet gears meshing with the fourth sun gear, and the fourth ring gear is meshed with the plurality of fourth planet gears;

[0017] The second inner shaft, the fourth planet carrier and the second power output end are connected.

[0018] Furthermore, the third ring gear is connected to the second fixed housing via a first clutch, the fourth ring gear is connected to the second fixed housing via a third clutch, and the second inner shaft is connected to the third planet carrier via a fifth clutch.

[0019] Furthermore, the first clutch and the third clutch are normally closed clutches, and the fifth clutch is a normally open clutch.

[0020] Furthermore, the first motor and the second motor are both inner rotor motors, the first output shaft and the second output shaft are both hollow shafts, the central axes of the first output shaft, the first inner shaft, the second output shaft and the second inner shaft coincide, the first motor and the second motor are symmetrical to each other, and the first reducer and the second reducer are symmetrical to each other.

[0021] Furthermore, it also includes a power control system, which is used to control the working states of the first motor, the second motor, the coupling mechanism, the clutches of the first reducer, and the clutches of the second reducer.

[0022] Furthermore, the coupling mechanism is an electrically controlled coupling mechanism, which includes a coupling mechanism housing, a first electromagnetic position clutch and a second electromagnetic position clutch; the first electromagnetic position clutch is provided with a first coupling member, and the first electromagnetic position clutch can change the position of the first coupling member so that the first coupling member is connected to or separated from the first output shaft and the first inner shaft; the second electromagnetic position clutch is provided with a second coupling member, and the second electromagnetic position clutch can change the position of the second coupling member so that the second coupling member is connected to or separated from the second output shaft and the second inner shaft.

[0023] Further, the first engaging member has a first working position, a first neutral position and a second working position; when the first engaging member is in the first working position, the coupling mechanism is connected to the first output shaft and is separated from the first inner shaft; when the first engaging member is in the first neutral position, the coupling mechanism is separated from the first output shaft and the first inner shaft at the same time; when the first engaging member is in the second working position, the coupling mechanism is connected to the first inner shaft and is separated from the first output shaft.

[0024] Furthermore, the second engaging member has a third working position, a second neutral position and a fourth working position; when the second engaging member is in the third working position, the coupling mechanism is connected to the second inner shaft and is separated from the second output shaft; when the second engaging member is in the second neutral position, the coupling mechanism is separated from the second output shaft and the second inner shaft at the same time; when the second engaging member is in the fourth working position, the coupling mechanism is connected to the second output shaft and is separated from the second inner shaft.

[0025] A vehicle in the present invention includes the above-mentioned couplable power transmission device.

[0026] The beneficial effects of the present invention are:

[0027] (1) The present invention connects the first output shaft, the first inner shaft, the second output shaft, and the second inner shaft to the coupling mechanism in an adjustable power transmission state, thereby increasing the output drive mode, realizing the coupling between the first motor and the second motor between the wheels, and having multiple drive modes such as single motor drive and dual motor series drive. Users can choose different drive modes according to actual working conditions, thereby improving the user's selection flexibility. For example, dual motors drive a single wheel to get the vehicle out of trouble, and dual motors drive both sides under normal driving conditions. In addition, by providing a first reducer and a second reducer, the outputs of the first motor and the second motor can be motor-controlled, respectively, which helps to utilize the high efficiency area of ​​the motor, helps to improve the redundancy of the power transmission device, and improves the vehicle user experience.

[0028] (2) The present invention can enable the first reducer to form different output transmission ratios and power transmission paths by opening and closing control of the zeroth clutch, the second clutch and the fourth clutch, and can enable the second reducer to form different output transmission ratios and power transmission paths by opening and closing control of the first clutch, the third clutch and the fifth clutch; thereby, different output transmission ratios can be adjusted for different driving modes, which can provide more driving mode choices, further enhance the user's selection flexibility, and further enhance the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to make the purpose, technical solutions and beneficial effects of the present invention more clear, the present invention provides the following drawings for illustration:

[0030] Figure 1 This is a schematic diagram of the structure of the present invention connected to the vehicle output wheel;

[0031] Figure 2 It is a structural schematic diagram of the coupling power transmission device of the present invention;

[0032] Figure 3 It is a structural schematic diagram of the coupling mechanism of the present invention;

[0033] Figure 4 This is a working principle diagram of the driving mode of the coupled power transmission device of the present invention (the solid circle indicates that the clutch is closed or normally closed, and the hollow circle indicates that the clutch is released or normally open).

[0034] The following are marked in the accompanying drawings:

[0035] M1-first motor, M2-second motor, R1-first output wheel, R2-second output wheel, T1-first power output end, T2-second power output end, C1-power control system;

[0036] SR1 - first reducer, 101 - first sun gear, 102 - first planetary carrier, 103 - first ring gear, 104 - first planetary gear, 105 - second sun gear, 106 - second planetary carrier, 107 - second ring gear, 108 - second planetary gear, 109 - first stationary housing, C0 - zeroth clutch, C2 - second clutch, C4 - fourth clutch;

[0037] SR2 - second reducer, 201 - third sun gear, 202 - third planetary carrier, 203 - third ring gear, 204 - third planetary gear, 205 - fourth sun gear, 206 - fourth planetary carrier, 207 - fourth ring gear, 208 - fourth planetary gear, 209 - second stationary housing, C1 - first clutch, C3 - third clutch, C5 - fifth clutch;

[0038] 301-first output shaft, 302-first inner shaft, 303-second output shaft, 304-second inner shaft;

[0039] EC-coupling mechanism, 401-coupling mechanism housing, 402-first electromagnetic position clutch, 403-second electromagnetic position clutch, 404-power supply ring, K1-first coupling member, K2-second coupling member, t1-first working position, t01-first neutral position, t2-second working position, t3-third working position, t02-second neutral position, t4-fourth working position. DETAILED DESCRIPTION

[0040] The technical solution of the present invention is described in detail below with reference to the accompanying drawings and embodiments.

[0041] like Figure 1-Figure 3 As shown, a coupleable power transmission device in this embodiment includes a first motor M1, a second motor M2, a first reducer SR1, a second reducer SR2, a first power output terminal T1, a second power output terminal T2 and a coupling mechanism EC;

[0042] The first motor M1 includes a first output shaft 301 and a first inner shaft 302 disposed inside the first output shaft 301. The first output shaft 301, the first reducer SR1, and the first power output end T1 are sequentially connected in a transmission manner, and the first inner shaft 302 is connected in a transmission manner to the first power output end T1.

[0043] The second motor M2 includes a second output shaft 303 and a second inner shaft 304 disposed inside the second output shaft 303. The second output shaft 303, the second reducer SR2, and the second power output end T2 are sequentially connected in a transmission manner. The second inner shaft 304 is connected in a transmission manner to the second power output end T2.

[0044] The first output shaft 301 , the first inner shaft 302 , the second output shaft 303 , and the second inner shaft 304 are all connected to the coupling mechanism EC in a manner in which the power transmission state is adjustable.

[0045] The first power output terminal T1 and the second power output terminal T2 can both be connected to the output wheels of the vehicle to achieve power output. The first power output terminal T1 is connected to the first output wheel R1 of the vehicle, and the second power output terminal T2 is connected to the second output wheel R2 of the vehicle.

[0046] The adjustable power transmission state means that the connection state between the two can be switched between "connected" and "disconnected". In particular, the connection between the two can achieve mutual power transmission between the two, and the separation between the two can achieve independent movement without interfering with each other.

[0047] For example, when the coupling mechanism EC is connected to the first inner shaft 302 and transmits power to each other, when the coupling mechanism EC is connected to the second inner shaft 304 and transmits power to each other, and when the coupling mechanism EC is disconnected from both the first output shaft 301 and the second output shaft 303 and transmits no power to each other, the first inner shaft 302, the coupling mechanism EC, and the second inner shaft 304 can move synchronously. At this point, if the first motor M1 is in operation and the second motor M2 is in standby mode, the first motor M1 transmits power to the first power output terminal T1 via the first output shaft 301 and the first reducer SR1. The first power output terminal T1 then transmits power to the coupling mechanism EC via the first inner shaft 302. The coupling mechanism EC then transmits power to the second power output terminal T2 via the second inner shaft 304, thereby enabling the first motor M1 to simultaneously drive the first and second power output terminals T1 and T2 to rotate. Similarly, if the second motor M2 is in operation and the first motor M1 is in standby mode, the second motor M2 simultaneously drives the second and first power output terminals T2 to rotate.

[0048] For another example, when the coupling mechanism EC is connected to the first output shaft 301 and the two transmit power to each other, the coupling mechanism EC is connected to the second output shaft 303 and the two transmit power to each other, and the coupling mechanism EC is separated from the first inner shaft 302 and the second inner shaft 304 and does not transmit power to each other, the coupling mechanism EC is simultaneously connected to the first inner shaft 302 and the second output shaft 303. If the first motor M1 and the second motor M2 are both driven at this time, the first motor M1 drives the first output shaft 301 to rotate, and the second motor M2 transmits power to the coupling mechanism EC and then to the first output shaft 301 through the second output shaft 303. The first output shaft 301 transmits power to the first power output terminal T1 through the first reducer SR1, realizing the series drive of the first motor M1 and the second motor M2.

[0049] For another example, when the coupling mechanism EC is disconnected from the first output shaft 301, the second output shaft 303, the first inner shaft 302, and the second inner shaft 304, and no power is transmitted to each other, the first motor M1 can only output power to the first power output terminal T1 through the first output shaft 301 and the first reducer SR1, and the second motor M2 can only output power to the second power output terminal T2 through the second output shaft 303 and the second reducer SR2.

[0050] As can be seen from the above, the first output shaft 301, the first inner shaft 302, the second output shaft 303, and the second inner shaft 304 are all connected to the coupling mechanism EC in an adjustable power transmission state. This increases the output drive mode and enables the coupling between the first motor M1 and the second motor M2 between the wheels. Multiple drive modes are available, including single-motor drive and dual-motor series drive. This allows users to select different drive modes based on actual working conditions, enhancing user flexibility. For example, dual motors can drive a single wheel to help the vehicle escape, or dual motors can drive both wheels under normal driving conditions. Furthermore, by providing a first reducer SR1 and a second reducer SR2, the outputs of the first motor M1 and the second motor M2 can be controlled separately, helping to utilize the motors' high-efficiency range, increasing the redundancy of the power transmission system, and improving the vehicle's user experience.

[0051] In this embodiment, the first reducer SR1 is a double planetary gear reducer, and includes a first sun gear 101, a first planet carrier 102, a first ring gear 103, a second sun gear 105, a second planet carrier 106, a second ring gear 107, and a first fixed housing 109;

[0052] The first sun gear 101 is connected to the first output shaft 301 , the first planet carrier 102 is provided with a plurality of first planetary gears 104 meshing with the first sun gear 101 , and the first ring gear 103 meshes with the plurality of first planetary gears 104 ;

[0053] The second sun gear 105 is connected to the first planet carrier 102 . The second planet carrier 106 is provided with a plurality of second planet gears 108 meshing with the second sun gear 105 . The second ring gear 107 meshes with the plurality of second planet gears 108 .

[0054] The first inner shaft 302 , the second planet carrier 106 , and the first power output end T1 are connected.

[0055] The output of the first motor M1 can be decelerated by performing two-stage deceleration through a double planetary gear reducer.

[0056] In this embodiment, the first ring gear 103 is connected to the first stationary housing 109 via the zeroth clutch C0, the second ring gear 107 is connected to the first stationary housing 109 via the second clutch C2, and the first inner shaft 302 is connected to the first planetary carrier 102 via the fourth clutch C4.

[0057] The zeroth clutch C0 can control the connection or separation of the first ring gear 103 and the first stationary housing 109 so that the first ring gear 103 is relatively fixed to the first stationary housing 109 or the first ring gear 103 can move relative to the first stationary housing 109 .

[0058] The second clutch C2 can control the connection or separation of the second ring gear 107 and the first stationary housing 109 so that the second ring gear 107 is relatively fixed to the first stationary housing 109 or the second ring gear 107 can move relative to the second stationary housing 209 .

[0059] The fourth clutch C4 can control the connection or separation of the first inner shaft 302 and the first planetary carrier 102 so that the first inner shaft 302 and the first planetary carrier 102 move synchronously or move relative to each other.

[0060] By controlling the opening and closing of the zeroth clutch C0, the second clutch C2, and the fourth clutch C4, the first reducer SR1 can form different output transmission ratios and power transmission paths, and can be adjusted to different output transmission ratios for different driving modes, thereby providing more driving mode options, further enhancing the user's flexibility in selection, and further improving the user experience.

[0061] In this embodiment, the zeroth clutch C0 and the second clutch C2 are normally closed clutches, and the fourth clutch C4 is a normally open clutch.

[0062] In this embodiment, the second reducer SR2 is also a double planetary gear reducer, and includes a third sun gear 201, a third planet carrier 202, a third ring gear 203, a fourth sun gear 205, a fourth planet carrier 206, a fourth ring gear 207, and a second fixed housing 209;

[0063] The third sun gear 201 is connected to the second output shaft 303 , the third planetary carrier 202 is provided with a plurality of third planetary gears 204 meshing with the third sun gear 201 , and the third ring gear 203 meshes with the plurality of third planetary gears 204 ;

[0064] The fourth sun gear 205 is connected to the third planet carrier 202 . The fourth planet carrier 206 is provided with a plurality of fourth planet gears 208 meshing with the fourth sun gear 205 . The fourth ring gear 207 meshes with the plurality of fourth planet gears 208 .

[0065] The second inner shaft 304 , the fourth planet carrier 206 , and the second power output end T2 are connected.

[0066] The output of the second motor M2 can be decelerated by performing two-stage deceleration through a double planetary gear reducer.

[0067] In this embodiment, the third ring gear 203 is connected to the second stationary housing 209 via the first clutch C1 , the fourth ring gear 207 is connected to the second stationary housing 209 via the third clutch C3 , and the second inner shaft 304 is connected to the third planet carrier 202 via the fifth clutch C5 .

[0068] The first clutch C1 can control the connection or separation of the third ring gear 203 and the second stationary housing 209 so that the third ring gear 203 is relatively fixed to the second stationary housing 209 or the third ring gear 203 can move relative to the second stationary housing 209 .

[0069] The third clutch C3 can control the connection or separation of the fourth ring gear 207 and the second stationary housing 209 so that the fourth ring gear 207 is relatively fixed to the second stationary housing 209 or the fourth ring gear 207 can move relative to the second stationary housing 209 .

[0070] The fifth clutch C5 can control the connection or separation of the second inner shaft 304 and the third planetary carrier 202 so that the second inner shaft 304 and the third planetary carrier 202 move synchronously or move relative to each other.

[0071] Through the opening and closing control of the first clutch C1, the third clutch C3 and the fifth clutch C5, the second reducer SR2 can form different output transmission ratios and power transmission paths, and can be adjusted to different output transmission ratios for different driving modes, which can provide more driving mode choices, further enhance the user's flexibility of selection, and further enhance the user experience.

[0072] In this embodiment, the first clutch C1 and the third clutch C3 are normally closed clutches, and the fifth clutch C5 is a normally open clutch.

[0073] In this embodiment, the first motor M1 and the second motor M2 are both inner rotor motors, the first output shaft 301 and the second output shaft 303 are both hollow shafts, the central axes of the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304 coincide, the first motor M1 and the second motor M2 are symmetrical to each other, and the first reducer SR1 and the second reducer SR2 are symmetrical to each other.

[0074] Both the first output shaft 301 and the second output shaft 303 are hollow shafts. A first inner shaft 302 is rotatably mounted within the first output shaft 301. One end of the first inner shaft 302 extends beyond the first output shaft 301 and engages with the coupling mechanism EC. The other end of the first inner shaft 302 extends beyond the first output shaft 301 and is connected to the second planet carrier 106. A second inner shaft 304 is rotatably mounted within the second output shaft 303. One end of the second inner shaft 304 extends beyond the second output shaft 303 and engages with the coupling mechanism EC. The other end of the second inner shaft 304 extends beyond the second output shaft 303 and is connected to the fourth planet carrier 206.

[0075] In this embodiment, a power control system CS is further included, which is used to control the working states of the first motor M1, the second motor M2, the coupling mechanism EC, the clutches of the first reducer SR1, and the clutches of the second reducer SR2.

[0076] Specifically, the power control system CS is used to control the first motor M1 and the second motor M2 so that the first motor M1 and the second motor M2 can be switched between three working states: driving, standby, and power generation.

[0077] The power control system CS is also used to control the coupling mechanism EC, control the first electromagnetic position clutch 402 to drive the first coupling member K1 to switch between the first working position t1, the first neutral position t01 and the second working position t2, and control the second electromagnetic position clutch 403 to drive the second coupling member K2 to switch between the third working position t3, the second neutral position t02 and the fourth working position t4.

[0078] The power control system CS is also used to control the working states of the zeroth clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4 and the fifth clutch C5, so that each clutch connects or disconnects the corresponding two components.

[0079] In this embodiment, the coupling mechanism EC is an electrically controlled coupling mechanism EC, which includes a coupling mechanism housing 401, a first electromagnetic position clutch 402 and a second electromagnetic position clutch 403; the first electromagnetic position clutch 402 is provided with a first coupling member K1, and the first electromagnetic position clutch 402 can change the position of the first coupling member K1 so that the first coupling member K1 is connected to or separated from the first output shaft 301 and the first inner shaft 302; the second electromagnetic position clutch 403 is provided with a second coupling member K2, and the second electromagnetic position clutch 403 can change the position of the second coupling member K2 so that the second coupling member K2 is connected to or separated from the second output shaft 303 and the second inner shaft 304.

[0080] The first electromagnetic position clutch 402 and the second electromagnetic position clutch 403 are both connected to the power control system CS via a power supply ring 404. Both the first electromagnetic position clutch 402 and the second electromagnetic position clutch 403 include a return spring and an electromagnet, and based on the electromagnetic attraction and repulsion characteristics, they can drive the movement of the first engagement member K1 or the second engagement member K2. Specifically, an electromagnet is disposed in the middle of the coupling mechanism housing 401. The first electromagnetic position clutch 402 includes a first engagement member K1, a first electromagnet, and a first return spring. The first engagement member K1 is connected to the first electromagnet. The first return spring is located between the first electromagnet and the coupling mechanism housing 401 and on the side of the first electromagnet facing away from the electromagnet. When de-energized, the first return spring is in a freely extended state, and the first engagement member K1 is in a first neutral position t01. When the first coupling member K1 needs to be connected to the first output shaft 301, power is supplied through the power supply ring 404, changing the direction of the current, causing the electromagnet and the first electromagnet to repel each other due to their like polarity, thereby causing the first electromagnet to compress the first return spring and drive the first coupling member K1 to move to the first working position t1. When the first coupling member K1 needs to be connected to the first inner shaft 302, power is supplied through the power supply ring 404, causing the electromagnet and the first electromagnet to attract each other due to their opposite polarity, thereby causing the first electromagnet to stretch the first return spring and drive the first coupling member K1 to move to the second working position t2. The structure and operating principle of the second electromagnetic position clutch 403 are the same as those of the first electromagnetic position clutch 402 and will not be further described here. The first coupling member K1 and the second coupling member K2 are each independent mechanisms based on the center-symmetry of the electronically controlled coupling mechanism EC, each having an independent electromagnetic coil to form its own electromagnet. The two electromagnets are physically separated by a magnetic isolation plate to prevent interference between the two electromagnets.

[0081] Of course, in addition to the aforementioned electromagnetic control method, the coupling mechanism EC can also be configured as follows: the coupling mechanism EC includes a coupling mechanism housing 401, a first coupling member K1, a second coupling member K2, a first screw, a second screw, and two small motors. The first coupling member K1 and the second coupling member K2 are both arranged on the coupling mechanism housing 401 so as to move along the screws and not rotate. The first coupling member K1 is sleeved onto the first screw to form a screw-nut pair, and the second coupling member K2 is sleeved onto the second screw to form a screw-nut pair. One of the small motors drives the first screw to rotate, thereby driving the first coupling member K1 to move axially along the first screw, thereby enabling the first coupling member K1 to switch between the first working position t1, the first neutral position t01, and the second working position t2. Furthermore, the other small motor drives the second screw to rotate, thereby driving the second coupling member K2 to move axially along the second screw, thereby enabling the second electromagnetic position clutch 403 to drive the second coupling member K2 to switch between the third working position t3, the second neutral position t02, and the fourth working position t4.

[0082] In this embodiment, the first engaging member K1 has a first working position t1, a first neutral position t01 and a second working position t2; when the first engaging member K1 is located at the first working position t1, the coupling mechanism EC is connected to the first output shaft 301 and is separated from the first inner shaft 302; when the first engaging member K1 is located at the first neutral position t01, the coupling mechanism EC is separated from the first output shaft 301 and the first inner shaft 302 at the same time; when the first engaging member K1 is located at the second working position t2, the coupling mechanism EC is connected to the first inner shaft 302 and is separated from the first output shaft 301.

[0083] In this embodiment, the second engaging member K2 has a third working position t3, a second neutral position t02 and a fourth working position t4; when the second engaging member K2 is located at the third working position t3, the coupling mechanism EC is connected to the second inner shaft 304 and is separated from the second output shaft 303; when the second engaging member K2 is located at the second neutral position t02, the coupling mechanism EC is separated from the second output shaft 303 and the second inner shaft 304 at the same time; when the second engaging member K2 is located at the fourth working position t4, the coupling mechanism EC is connected to the second output shaft 303 and is separated from the second inner shaft 304.

[0084] In this embodiment, in terms of the number of teeth, it is preferred that the number of teeth S0 of the first sun gear 101 is the same as the number of teeth S1 of the third sun gear 201, the number of teeth R0 of the first ring gear 103 is the same as the number of teeth R1 of the third ring gear 203, the number of teeth S2 of the second sun gear 105 is the same as the number of teeth S3 of the fourth sun gear 205, the number of teeth R2 of the second ring gear 107 is the same as the number of teeth R3 of the fourth ring gear 207, the number of teeth of the first planetary gear 104 is the same as the number of teeth of the third planetary gear 204, and the number of teeth of the second planetary gear 108 is the same as the number of teeth of the fourth planetary gear 208. The number of teeth of the first ring gear 103 is 1 / 4 of the number of teeth of the first sun gear 101. The number of teeth of the second ring gear 107 is 1 / 4 of the number of teeth of the second sun gear 105. a and b can be used to calculate the output speed ratio of the first speed reducer SR1 and the second speed reducer SR2.

[0085] like Figure 4 As shown, through the above structural design, by controlling the power transmission state between the coupling mechanism EC and the first output shaft 301, the first inner shaft 302, the second output shaft 303, and the second inner shaft 304, by controlling the switching between the three operating states of the first motor M1 and the second motor M2: driving, standby, and generating, and by controlling the connection or disconnection of the zeroth clutch C0, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the fifth clutch C5, the coupled power transmission device in this embodiment has 19 drive modes. Among them, the 21 drive modes include 5 dual-motor independent drive modes, 12 single-motor independent drive modes, and 4 dual-motor series drive modes. Users can choose different drive modes according to actual working conditions, improving user flexibility and enhancing the vehicle experience. Each mode is described in detail below.

[0086] Drive modes 1-5 are dual-motor independent drive modes, drive modes 6-17 are single-motor independent drive modes, and drive modes 18-21 are dual-motor series drive modes.

[0087] Drive Mode 1:

[0088] The first and second motors M1 and M2 are both in driving mode. The zeroth clutch C0, the first clutch C1, the second clutch C2, and the third clutch C3 are normally closed. Both sides of the electronically controlled coupling mechanism EC are in neutral position. "Both sides being in neutral" means that the first engagement member K1 is in a first neutral position t01, and the second engagement member K2 is in a second neutral position t02. The fourth and fifth clutches C4 and C5 are normally open.

[0089] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is connected to the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is connected to the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0090] The power of the first motor M1 is reduced by the two-stage planetary gear train of the first reducer SR1, then rotates the first power output terminal T1 through the second planetary carrier 106, thereby driving the first output wheel R1. The power of the second motor M2 is reduced by the two-stage planetary gear train of the second reducer SR2, then rotates the second power output terminal T2 through the fourth planetary carrier 206, thereby driving the second output wheel R2. This drive mode is a dual-motor independent drive mode with an output speed ratio of (1+a)*(1+b). The output wheels are the first output wheel R1 and the second output wheel R2.

[0091] Drive Mode 2:

[0092] The first and second motors M1 and M2 are both in driving mode. The zeroth and first clutches C0 and C1 are normally closed, while the second and third clutches C2 and C3 are released. Both sides of the electronically controlled coupling mechanism EC are in neutral position. This means that the first engagement member K1 is in a first neutral position t01, and the second engagement member K2 is in a second neutral position t02. The fourth and fifth clutches C4 and C5 are engaged.

[0093] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is separated from the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is separated from the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is connected to the first planetary carrier 102, and the second inner shaft 304 is connected to the third planetary carrier 202.

[0094] The power of the first motor M1 is reduced by the primary planetary gear train of the first reducer SR1, then rotates the first inner shaft 302 via the first planetary carrier 102. The first inner shaft 302 drives the first power output terminal T1, thereby driving the first output wheel R1. The power of the second motor M2 is reduced by the primary planetary gear train of the second reducer SR2, then rotates the second inner shaft 304 via the third planetary carrier 202. The second inner shaft 304 drives the second power output terminal T2, thereby driving the second output wheel R2. This drive mode uses independent dual-motor drive with an output speed ratio of (1+a). The output wheels are the first output wheel R1 and the second output wheel R2.

[0095] Drive Mode 3:

[0096] The first and second motors M1 and M2 are both operating in regenerative power generation. The zeroth clutch C0, the first clutch C1, the second clutch C2, and the third clutch C3 are normally closed. Both sides of the electronically controlled coupling mechanism EC are in the neutral position. "Both sides are in the neutral position" means that the first engagement member K1 is in the first neutral position t01, and the second engagement member K2 is in the second neutral position t02. The fourth and fifth clutches C4 and C5 are normally open.

[0097] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is connected to the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is connected to the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0098] The first output wheel R1 and the second output wheel R2 rotate, driving the first output shaft 301 of the first motor M1 to rotate through the first power output end T1 and the first reducer SR1, and driving the second output shaft 303 of the second motor M2 to rotate through the second power output end T2 and the second reducer SR2. The first motor M1 and the second motor M2 feedback to generate electricity, and the recovery speed ratio is (1+a)*(1+b). The recovery wheels are the first output wheel R1 and the second output wheel R2.

[0099] Drive Mode 4:

[0100] The first and second motors M1 and M2 are both operating in regenerative power generation. The zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 and the third clutch C3 are released, and both sides of the electronically controlled coupling mechanism EC are in neutral position. "Both sides being in neutral" means that the first engagement member K1 is in a first neutral position t01, and the second engagement member K2 is in a second neutral position t02. The fourth and fifth clutches C4 and C5 are normally closed.

[0101] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is separated from the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is separated from the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is connected to the first planetary carrier 102, and the second inner shaft 304 is connected to the third planetary carrier 202.

[0102] The first output wheel R1 and the second output wheel R2 rotate, driving the first inner shaft 302 through the first power output terminal T1. The first inner shaft 302 drives the first planetary carrier 102, which in turn drives the first output shaft 301 of the first motor M1 through the first-stage planetary gear train of the first reducer SR1. The second inner shaft 304 is driven by the second power output terminal T2. The second inner shaft 304 drives the third planetary carrier 202, which in turn drives the second output shaft 303 of the second motor M2 through the second-stage planetary gear train of the second reducer SR2. The first and second motors M1 and M2 generate power through regenerative feedback, with a recovery speed ratio of (1+a). The recovery wheels are the first and second output wheels R1 and R2.

[0103] Drive Mode 5:

[0104] The first and second motors M1 and M2 are both in standby or zero torque mode. The zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 and the third clutch C3 are released, and both sides of the electronically controlled coupling mechanism EC are in neutral position. "Both sides being in neutral" means that the first engagement member K1 is in a first neutral position t01, and the second engagement member K2 is in a second neutral position t02. The fourth and fifth clutches C4 and C5 are normally open.

[0105] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is separated from the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is separated from the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0106] The second planetary carrier 106 of the first speed reducer SR1 and the fourth planetary carrier 206 of the second speed reducer SR2 are in neutral and idling, and the first inner shaft 302 and the second inner shaft 304 are also idling, so that the power path is disconnected.

[0107] Drive Mode 6:

[0108] The first motor M1 is in the driving state, the second motor M2 is in the standby or fault state, the zeroth clutch C0, the first clutch C1, and the second clutch C2 are normally closed, the third clutch C3 is released, and both sides of the electronically controlled coupling mechanism EC are in the neutral position. "Both sides are in the neutral position" means that the first engagement member K1 is in the first neutral position t01, and the second engagement member K2 is in the second neutral position t02. The fourth clutch C4 and the fifth clutch C5 are normally open.

[0109] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is connected to the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is separated from the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0110] The power of the first motor M1 is reduced by the two-stage planetary gear train of the first reducer SR1. It then drives the first power output terminal T1 through the second planetary carrier 106, thereby driving the first output wheel R1. This drive mode uses a single motor independently driven, with an output speed ratio of (1+a)*(1+b). The output wheel is the first output wheel R1.

[0111] Drive Mode 7:

[0112] The first motor M1 is in the driving state, the second motor M2 is in the standby state or fault state, the zeroth clutch C0 and the first clutch C1 are normally closed, the third clutch C2 and the second clutch C3 are released, and both sides of the electronically controlled coupling mechanism EC are in the neutral position. Both sides are in the neutral position, which means that the first engagement member K1 is in the first neutral position t01, and the second engagement member K2 is in the second neutral position t02. The fourth clutch C4 is closed, and the fifth clutch C5 is normally open.

[0113] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is separated from the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is separated from the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is connected to the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0114] After the power of the first motor M1 is reduced by the primary planetary gear train of the first reducer SR1, it is then driven by the first planetary carrier 102 to rotate the first inner shaft 302. The first inner shaft 302 then drives the first power output terminal T1, thereby driving the first output wheel R1. This drive mode is a single-motor independent drive mode with an output speed ratio of (1 + a). The output wheel is the first output wheel R1.

[0115] Drive Mode 8:

[0116] The working state of the first motor M1 is driving, the working state of the second motor M2 is standby or fault, the zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 and the third clutch C3 are released, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the second working position t2, the second engagement member K2 is in the third working position t3, the fourth clutch C4 is closed, and the fifth clutch C5 is normally open.

[0117] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is separated from the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is separated from the second fixed housing 209, the coupling mechanism EC is separated from the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is connected to the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is connected to the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0118] The power of the first motor M1 is transmitted to the first reducer SR1 via the first output shaft 301. After being reduced by the primary planetary gear train of the first reducer SR1, it is transmitted to the first inner shaft 302 via the first planetary carrier 102 and then to the coupling mechanism EC, driving the second inner shaft 304 to rotate. The power of the second inner shaft 304 drives the second power output terminal T2, thereby driving the second output wheel R2. This drive mode is a single-motor independent drive mode with an output speed ratio of (1 + a). The output wheel is the second output wheel R2.

[0119] Drive Mode 9:

[0120] The working state of the first motor M1 is driving, the working state of the second motor M2 is standby or fault, the zeroth clutch C0 is released, the first clutch C1 is normally closed, the second clutch C2 is released, the third clutch C3 is normally closed, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the first working position t1, the second engagement member K2 is in the fourth working position t4, the fourth clutch C4 is normally open, and the fifth clutch C5 is normally open.

[0121] At this time, the first ring gear 103 is separated from the first fixed housing 109, the second ring gear 107 is separated from the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is connected to the second fixed housing 209, the coupling mechanism EC is connected to the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is separated from the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0122] The first motor M1 drives the coupling mechanism EC and the second output shaft 303 via the first output shaft 301. The second output shaft 303 is reduced in speed by the two-stage planetary gear train of the second reducer SR2. This speed is then reduced in speed by the fourth planetary carrier 206, driving the second power output terminal T2, thereby driving the second output wheel R2. This drive mode uses a single motor for independent drive, with an output speed ratio of (1+a)*(1+b). The output wheel is the second output wheel R2.

[0123] Drive Mode 10:

[0124] The working state of the first motor M1 is driving, the working state of the second motor M2 is standby or fault, the zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 is released, the third clutch C3 is released, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the second working position t2, the second engagement member K2 is in the third working position t3, the fourth clutch C4 is closed, and the fifth clutch C5 is normally open.

[0125] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is separated from the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is separated from the second fixed housing 209, the coupling mechanism EC is separated from the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is connected to the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is connected to the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0126] After the power of the first motor M1 is reduced by the primary planetary gear train of the first reducer SR1, it is then driven by the first planetary carrier 102 to rotate the first inner shaft 302. This in turn drives the first power output terminal T1. Simultaneously, the first inner shaft 302 drives the coupling mechanism EC, the second inner shaft 304, and the second power output terminal T2, thereby driving the first and second output wheels R1, R2. This drive mode is a single-motor independent drive with an output speed ratio of (1 + a). The output wheels are the first and second output wheels R1, R2.

[0127] Drive Mode 11:

[0128] The first motor M1 is in the driving state, the second motor M2 is in the standby state or fault state, the zeroth clutch C0, the first clutch C1, and the second clutch C2 are normally closed, the third clutch C3 is released, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the second operating position t2, and the second engagement member K2 is in the third operating position t3. The fourth clutch C4 and the fifth clutch C5 are normally open.

[0129] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is connected to the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, the fourth ring gear 207 is separated from the second stationary housing 209, the coupling mechanism EC is separated from the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is connected to the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0130] After the power of the first motor M1 is reduced by the two-stage planetary gear train of the first reducer SR1, the second planetary carrier 106 drives the first power output terminal T1, which is connected to the first inner shaft 302. Simultaneously, the first inner shaft 302 drives the coupling mechanism EC, the second inner shaft 304, and the second power output terminal T2, thereby driving the first and second output wheels R1, R2. This drive mode is a single-motor independent drive mode with an output speed ratio of (1+a)*(1+b). The output wheels are the first and second output wheels R1, R2.

[0131] Drive Mode 12:

[0132] The second motor M2 is in the driving state, the first motor M1 is in the standby or fault state, the zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 is released, the third clutch C3 is normally closed, and both sides of the electronically controlled coupling mechanism EC are in the neutral position. "Both sides are in the neutral position" means that the first engagement member K1 is in the first neutral position t01, and the second engagement member K2 is in the second neutral position t02. The fourth clutch C4 and the fifth clutch C5 are normally open.

[0133] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is separated from the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is connected to the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0134] The power of the second motor M2 is reduced by the two-stage planetary gear train of the second reducer SR2. It then drives the second power output terminal T2 through the fourth planetary carrier 206, thereby driving the second output wheel R2. This drive mode uses a single motor independently driven, with an output speed ratio of (1+a)*(1+b). The output wheel is the second output wheel R2.

[0135] Drive Mode 13:

[0136] The working state of the second motor M2 is driving, the working state of the first motor M1 is standby or fault, the zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 and the third clutch C3 are released, and both sides of the electronically controlled coupling mechanism EC are in neutral position. Both sides are in neutral position means: the first engagement member K1 is in the first neutral position t01, and the second engagement member K2 is in the second neutral position t02. The fourth clutch C4 is normally open, and the fifth clutch C5 is closed.

[0137] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is separated from the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, and the fourth ring gear 207 is separated from the second stationary housing 209. The coupling mechanism EC is simultaneously separated from the first output shaft 301, the first inner shaft 302, the second output shaft 303 and the second inner shaft 304. The first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is connected to the third planetary carrier 202.

[0138] After the power of the second motor M2 is reduced by the primary planetary gear train of the second reducer SR2, it is then driven by the third planetary carrier 202 to rotate the second inner shaft 304. This in turn drives the second power output terminal T2, thereby driving the second output wheel R2. This drive mode is a single-motor independent drive mode with an output speed ratio of (1 + a). The output wheel is the second output wheel R2.

[0139] Drive Mode 14:

[0140] The working state of the second motor M2 is driving, the working state of the first motor M1 is standby or fault, the zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 and the third clutch C3 are released, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the second working position t2, the second engagement member K2 is in the third working position t3, the fourth clutch C4 is normally open, and the fifth clutch C5 is closed.

[0141] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is separated from the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is separated from the second fixed housing 209, the coupling mechanism EC is separated from the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is connected to the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 302 is connected to the third planetary carrier 202.

[0142] The power of the second motor M2 is transmitted to the second reducer SR2 via the second output shaft 303. After being reduced by the primary planetary gear train of the second reducer SR2, it is transmitted to the second inner shaft 304 via the third planetary carrier 202 and then to the coupling mechanism EC, which drives the first inner shaft 302 to rotate. The first inner shaft 302 then drives the first power output terminal T1, thereby driving the first output wheel R1. This drive mode is a single-motor independent drive mode with an output speed ratio of (1 + a). The output wheel is the first output wheel R1.

[0143] Drive Mode 15:

[0144] The working state of the second motor M2 is driving, the working state of the first motor M1 is standby or fault, the zeroth clutch C0 is normally closed, the first clutch C1 is released, the second clutch C2 is normally closed, the third clutch C3 is released, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the first working position t1, the second engagement member K2 is in the fourth working position t4, the fourth clutch C4 is normally open, and the fifth clutch C5 is normally open.

[0145] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is connected to the first fixed housing 109, the third ring gear 203 is separated from the second fixed housing 209, the fourth ring gear 207 is separated from the second fixed housing 209, the coupling mechanism EC is connected to the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is separated from the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0146] The second motor M2 drives the coupling mechanism EC and the first output shaft 301 via the second output shaft 303. After being reduced in speed by the two-stage planetary gear train of the first reducer SR1, the first output shaft 301 drives the first power output terminal T1 via the second planetary carrier 106, thereby driving the first output wheel R1. This drive mode uses a single motor for independent drive, with an output speed ratio of (1+a)*(1+b). The output wheel is the first output wheel R1.

[0147] Drive Mode 16:

[0148] The working state of the second motor M2 is driving, the working state of the first motor M1 is standby or fault, the zeroth clutch C0 and the first clutch C1 are closed, the second clutch C2 and the third clutch C3 are released, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the second working position t2, the second engagement member K2 is in the third working position t3, the fourth clutch C4 is normally open, and the fifth clutch C5 is closed.

[0149] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is separated from the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is separated from the second fixed housing 209, the coupling mechanism EC is separated from the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is connected to the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is connected to the third planetary carrier 202.

[0150] After being decelerated by the primary planetary gear train of the second reducer SR2, the power of the second motor M2 is driven by the third planetary carrier 202 to rotate the second inner shaft 304. This in turn drives the second power output terminal T2. Simultaneously, the second inner shaft 304 drives the coupling mechanism EC, the first inner shaft 302, and the first power output terminal T1, thereby driving the first and second output wheels R1 and R2. This drive mode is a single-motor independent drive mode with an output speed ratio of (1 + a). The output wheels are the first and second output wheels R1 and R2.

[0151] Drive Mode 17:

[0152] The second motor M2 is in the driving state, the first motor M1 is in the standby or fault state, the zeroth clutch C0 and the first clutch C1 are normally closed, the second clutch C2 is released, and the third clutch C3 is normally closed. The first engagement member K1 of the electronically controlled coupling mechanism EC is in the second operating position t2, and the second engagement member K2 is in the third operating position t3. The fourth clutch C4 is normally open, and the fifth clutch C5 is normally open.

[0153] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is separated from the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is connected to the second fixed housing 209, the coupling mechanism EC is separated from the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is connected to the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0154] After the power of the second motor M2 is reduced by the two-stage planetary gear train of the second reducer SR2, the fourth planetary carrier 206 drives the second power output terminal T1, which is connected to the second inner shaft 304. Simultaneously, the second inner shaft 304 drives the coupling mechanism EC, the first inner shaft 302, and the first power output terminal T1, thereby driving the first and second output wheels R1, R2. This drive mode is a single-motor independent drive mode with an output speed ratio of (1+a)*(1+b). The output wheels are the first and second output wheels R1, R2.

[0155] Drive Mode 18:

[0156] The first motor M1 and the second motor M2 are both in the driving state. The zeroth clutch C0 is normally closed, the first clutch C1 is released, the second clutch C2 is normally closed, and the third clutch C3 is released. The first engagement member K1 of the electronically controlled coupling mechanism EC is in the first operating position t1, and the second engagement member K2 is in the fourth operating position t4. The fourth clutch C4 is normally open, and the fifth clutch C5 is normally open.

[0157] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is connected to the first fixed housing 109, the third ring gear 203 is separated from the second fixed housing 209, the fourth ring gear 207 is separated from the second fixed housing 209, the coupling mechanism EC is connected to the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is separated from the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0158] The power from the first motor M1 and the second motor M2 is combined via a coupling mechanism EC and connected to the first output shaft 301. This power is then output to the first reducer SR1 via the first output shaft 301. After being reduced by the two-stage planetary gear train of the first reducer SR1, the power is then driven by the second planetary carrier 106 to rotate the first power output terminal T1, thereby driving the first output wheel R1. This drive mode is a dual-motor series drive. If the two motors have the same output torque, the output speed ratio is (1+a)*(1+b), and the output wheel is the first output wheel R1.

[0159] Drive Mode 19:

[0160] The first motor M1 and the second motor M2 are both in the driving state. The zeroth clutch C0 is released, the first clutch C1 is closed, the second clutch C2 is released, and the third clutch C3 is closed. The first engagement member K1 of the electronically controlled coupling mechanism EC is in the first operating position t1, and the second engagement member K2 is in the fourth operating position t4. The fourth clutch C4 and the fifth clutch C5 are normally open.

[0161] At this time, the first ring gear 103 is separated from the first fixed housing 109, the second ring gear 107 is separated from the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is connected to the second fixed housing 209, the coupling mechanism EC is connected to the first output shaft 301 and the second output shaft 303 at the same time, the coupling mechanism EC is separated from the first inner shaft 302 and the second inner shaft 304 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0162] The power from the first motor M1 and the second motor M2 is combined via a coupling mechanism EC onto the second output shaft 303. This power is then output to the second reducer SR2 via the second output shaft 303. After being reduced by the two-stage planetary gear train of the second reducer SR2, the power is then driven by the fourth planetary carrier 206 to rotate the second power output terminal T2, thereby driving the second output wheel R2. This drive mode is a dual-motor series drive. If the two motors have the same output torque, the output speed ratio is (1+a)*(1+b), and the output wheel is the second output wheel R2.

[0163] Drive Mode 20:

[0164] The working states of the first motor M1 and the second motor M2 are both driving, the zeroth clutch C0 is normally closed, the first clutch C1 is normally closed, the second clutch C2 is released, the third clutch C3 is normally closed, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the second working position t2, the second engagement member K2 is in the fourth working position t4, the fourth clutch C4 is closed, and the fifth clutch C5 is normally open.

[0165] At this time, the first ring gear 103 is connected to the first stationary housing 109, the second ring gear 107 is separated from the first stationary housing 109, the third ring gear 203 is connected to the second stationary housing 209, the fourth ring gear 207 is connected to the second stationary housing 209, the coupling mechanism EC is connected to the first inner shaft 302 and the second output shaft 303 at the same time, the coupling mechanism EC is separated from the first output shaft 301 and the second inner shaft 304 at the same time, the first inner shaft 302 is connected to the first planetary carrier 102, and the second inner shaft 304 is separated from the third planetary carrier 202.

[0166] The power of the first motor M1 is output to the first reducer SR1 via the first output shaft 301. After being decelerated by the first-stage planetary gear train of the first reducer SR1, the first planetary carrier 102 of the first reducer SR1 drives the first inner shaft 302 to rotate. The first inner shaft 302 transmits the power to the coupling mechanism EC, where it converges with the power of the second motor M2. The power of the second motor M2 is output to the second reducer SR2 via the second output shaft 303. After being decelerated by the two-stage planetary gear train of the second reducer SR2, it is then driven by the fourth planetary carrier 206 to rotate the second power output terminal T2, thereby driving the second output wheel R2. This drive mode is a dual-motor series drive. If the two motors have the same output torque, the output speed ratio is (2+a)*(1+a)*(1+b), and the output wheel is the second output wheel R2.

[0167] Drive Mode 21:

[0168] The working states of the first motor M1 and the second motor M2 are both driving, the zeroth clutch C0, the first clutch C1 and the second clutch C2 are normally closed, the third clutch C3 is released, the first engagement member K1 of the electronically controlled coupling mechanism EC is in the first working position t1, the second engagement member K2 is in the third working position t3, the fourth clutch C4 is normally open, and the fifth clutch C5 is closed.

[0169] At this time, the first ring gear 103 is connected to the first fixed housing 109, the second ring gear 107 is connected to the first fixed housing 109, the third ring gear 203 is connected to the second fixed housing 209, the fourth ring gear 207 is separated from the second fixed housing 209, the coupling mechanism EC is connected to the first output shaft 301 and the second inner shaft 304 at the same time, the coupling mechanism EC is separated from the first inner shaft 302 and the second output shaft 303 at the same time, the first inner shaft 302 is separated from the first planetary carrier 102, and the second inner shaft 304 is connected to the third planetary carrier 202.

[0170] The power of the second motor M2 is output to the second reducer SR2 via the second output shaft 303. After being decelerated by the first-stage planetary gear train of the second reducer SR2, the third planetary carrier 202 of the first reducer SR1 drives the second inner shaft 304 to rotate. The second inner shaft 304 transmits the power to the coupling mechanism EC, where it converges with the power of the first motor M1. The power of the first motor M1 is output to the first reducer SR1 via the first output shaft 301. After being decelerated by the two-stage planetary gear train of the first reducer SR1, it is then driven by the second planetary carrier 106 to rotate the first power output terminal T1, thereby driving the first output wheel R1. This drive mode is a dual-motor series drive. If the two motors have the same output torque, the output speed ratio is (2+a)*(1+a)*(1+b), and the output wheel is the first output wheel R1.

[0171] A vehicle according to the present invention includes the above-described couplable power transmission device. Both a first power output terminal T1 and a second power output terminal T2 are capable of being connected to the vehicle's output wheels to achieve power output. The first power output terminal T1 is connected to the vehicle's first output wheel R1, and the second power output terminal T2 is connected to the vehicle's second output wheel R2.

[0172] The vehicle may be, but is not limited to, a pure electric vehicle (Pure Electric Vehicle / Battery Electric Vehicle), a range extended electric vehicle (Range Extended Electric Vehicle), a plug-in hybrid electric vehicle (Plug-in Hybrid Electric Vehicle), etc.

[0173] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not limiting. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A coupleable power transmission device, characterized in that: The invention comprises a first motor (M1), a second motor (M2), a first reducer (SR1), a second reducer (SR2), a first power output end (T1), a second power output end (T2), and a coupling mechanism (EC); The first motor (M1) comprises a first output shaft (301) and a first inner shaft (302) arranged inside the first output shaft (301); the first output shaft (301), the first reducer (SR1) and the first power output end (T1) are sequentially connected in transmission connection; the first inner shaft (302) is connected in transmission connection to the first power output end (T1); The second motor (M2) comprises a second output shaft (303) and a second inner shaft (304) arranged inside the second output shaft (303); the second output shaft (303), the second reducer (SR2) and the second power output end (T2) are sequentially connected in transmission connection; the second inner shaft (304) is connected in transmission connection to the second power output end (T2); The first output shaft (301), the first inner shaft (302), the second output shaft (303), and the second inner shaft (304) are all connected to the coupling mechanism (EC) in a manner in which the power transmission state is adjustable.

2. The couplable power transmission device according to claim 1, characterized in that: The first reducer (SR1) is a double planetary gear reducer, comprising a first sun gear (101), a first planet carrier (102), a first ring gear (103), a second sun gear (105), a second planet carrier (106), a second ring gear (107), and a first fixed housing (109); The first sun gear (101) is connected to the first output shaft (301), the first planet carrier (102) is provided with a plurality of first planet gears (104) meshing with the first sun gear (101), and the first ring gear (103) is meshing with the plurality of first planet gears (104); The second sun gear (105) is connected to the first planet carrier (102), the second planet carrier (106) is provided with a plurality of second planet gears (108) meshing with the second sun gear (105), and the second ring gear (107) is meshing with the plurality of second planet gears (108); The first inner shaft (302), the second planetary carrier (106) and the first power output end (T1) are connected.

3. The couplable power transmission device according to claim 2, characterized in that: The first ring gear (103) is connected to the first fixed housing (109) via a zero clutch (C0), the second ring gear (107) is connected to the first fixed housing (109) via a second clutch (C2), and the first inner shaft (302) is connected to the first planet carrier (102) via a fourth clutch (C4).

4. The couplable power transmission device according to claim 3, characterized in that: The zeroth clutch (C0) and the second clutch (C2) are normally closed clutches, and the fourth clutch (C4) is a normally open clutch.

5. The couplable power transmission device according to claim 1, characterized in that: The second reducer (SR2) is also a double planetary gear reducer, and the second reducer (SR2) includes a third sun gear (201), a third planet carrier (202), a third ring gear (203), a fourth sun gear (205), a fourth planet carrier (206), a fourth ring gear (207), and a second fixed housing (209); The third sun gear (201) is connected to the second output shaft (303); a plurality of third planetary gears (204) meshing with the third sun gear (201) are provided on the third planetary carrier (202); and the third ring gear (203) meshes with the plurality of third planetary gears (204); The fourth sun gear (205) is connected to the third planet carrier (202), a plurality of fourth planet gears (208) meshing with the fourth sun gear (205) are provided on the fourth planet carrier (206), and the fourth ring gear (207) meshes with the plurality of fourth planet gears (208); The second inner shaft (304), the fourth planetary carrier (206) and the second power output end (T2) are connected.

6. The coupleable power transmission device according to claim 5, characterized in that: The third ring gear (203) is connected to the second fixed housing (209) via a first clutch (C1), the fourth ring gear (207) is connected to the second fixed housing (209) via a third clutch (C3), and the second inner shaft (304) is connected to the third planetary carrier (202) via a fifth clutch (C5).

7. The coupleable power transmission device according to claim 6, characterized in that: The first clutch (C1) and the third clutch (C3) are normally closed clutches, and the fifth clutch (C5) is a normally open clutch.

8. The couplable power transmission device according to claim 1, characterized in that: The first motor (M1) and the second motor (M2) are both inner rotor motors, the first output shaft (301) and the second output shaft (303) are both hollow shafts, the central axes of the first output shaft (301), the first inner shaft (302), the second output shaft (303) and the second inner shaft (304) coincide with each other, the first motor (M1) and the second motor (M2) are symmetrical to each other, and the first reducer (SR1) and the second reducer (SR2) are symmetrical to each other.

9. The couplable power transmission device according to claim 1, characterized in that: The invention also includes a power control system (CS), which is used to control the working states of the first motor (M1), the second motor (M2), the coupling mechanism (EC), the clutches of the first reducer (SR1), and the clutches of the second reducer (SR2).

10. The coupleable power transmission device according to claim 1, characterized in that: The coupling mechanism (EC) is an electrically controlled coupling mechanism (EC), comprising a coupling mechanism housing (401), a first electromagnetic position clutch (402), and a second electromagnetic position clutch (403); a first engaging member (K1) is provided on the first electromagnetic position clutch (402), and the first electromagnetic position clutch (402) is capable of changing the position of the first engaging member (K1) so as to connect or disconnect the first engaging member (K1) with the first output shaft (301) and the first inner shaft (302); a second engaging member (K2) is provided on the second electromagnetic position clutch (403), and the second electromagnetic position clutch (403) is capable of changing the position of the second engaging member (K2) so as to connect or disconnect the second engaging member (K2) with the second output shaft (303) and the second inner shaft (304).

11. The coupleable power transmission device according to claim 10, characterized in that: The first engaging member (K1) has a first working position (t1), a first neutral position (t01), and a second working position (t2); when the first engaging member (K1) is located at the first working position (t1), the coupling mechanism (EC) is connected to the first output shaft (301) and is separated from the first inner shaft (302); when the first engaging member (K1) is located at the first neutral position (t01), the coupling mechanism (EC) is separated from the first output shaft (301) and the first inner shaft (302) at the same time; when the first engaging member (K1) is located at the second working position (t2), the coupling mechanism (EC) is connected to the first inner shaft (302) and is separated from the first output shaft (301); The second engaging member (K2) has a third working position (t3), a second neutral position (t02), and a fourth working position (t4); when the second engaging member (K2) is located at the third working position (t3), the coupling mechanism (EC) is connected to the second inner shaft (304) and is separated from the second output shaft (303); when the second engaging member (K2) is located at the second neutral position (t02), the coupling mechanism (EC) is simultaneously separated from the second output shaft (303) and the second inner shaft (304); when the second engaging member (K2) is located at the fourth working position (t4), the coupling mechanism (EC) is connected to the second output shaft (303) and is separated from the second inner shaft (304).

12. A vehicle, characterized in that: The invention comprises a coupleable power transmission device according to any one of claims 1 to 11.

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