A multi-gear power split hybrid power transmission system and vehicle

Abstract

The application relates to a multi-gear power split hybrid transmission system and a vehicle, which comprises an electronic continuously variable transmission, a planetary gear mechanism composed of a sun gear, a planet carrier and a ring gear, an engine in transmission connection with the planet carrier, a first motor in transmission connection with the sun gear, a ring gear connecting shaft in connection with the ring gear, a double power coupling mechanism comprising an output shaft and an intermediate shaft, a second motor in transmission connection with the intermediate shaft, a first gear shifting mechanism and a second gear shifting mechanism connected between the ring gear connecting shaft and the output shaft and independent of each other, and a third gear shifting mechanism connected between the output shaft and the intermediate shaft. The transmission system of the application is dynamically switched through different transmission paths, power is mutually compensated in the gear shifting stage, the driving jerk is significantly reduced, and the transmission fluency is improved. The engine and the motor can be fully utilized in the high-efficiency working area, different load requirements can be met through the multi-gear design, the vehicle fuel consumption is effectively reduced, and the structure is compact and the layout is reasonable.

Description

Technical Field

[0001] This application relates to the field of vehicle transmission system technology, and in particular to a multi-speed power split hybrid power transmission system and vehicle. Background Technology

[0002] Tractor transmission systems need to adapt to different operating environments, such as tilling, harrowing, land preparation, cultivation, sowing, harvesting, and transportation. High-horsepower tractors can have dozens of gears. With the acceleration of agricultural modernization, the demand for efficient, intelligent, and environmentally friendly tractors is constantly increasing. Automatic gear shifting solves the problem of power interruption during gear shifting, is easy to operate, and can improve efficiency and productivity.

[0003] Currently, the power transmission systems of conventional tractors include manual gearboxes, power shift gearboxes, HMCVT, and ECVT. Manual gearboxes suffer from problems such as power interruption and complex operation; power shift gearboxes have complex structures, higher manufacturing costs, and poorer fuel economy compared to ECVT; ECVT parallel hybrid systems have complex structures, and the power shifting part requires high precision in terms of wet multi-plate and multi-clutch control, resulting in higher manufacturing costs; ECVT series hybrid systems have high energy consumption and limited power output under high-speed, high-load conditions, lack adaptability, and require range extenders, leading to higher maintenance costs. Summary of the Invention

[0004] In view of the shortcomings or deficiencies mentioned in the background art, the present application provides a multi-speed power split hybrid power transmission system and vehicle to solve the problems of power interruption during gear shifting, complex structure and high cost in the power transmission system of tractors in the related art.

[0005] In a first aspect, embodiments of this application provide a multi-speed power-split hybrid powertrain system, including: An electronic continuously variable transmission (CVT) includes a planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear, as well as an engine driven by the planet carrier, a first motor driven by the sun gear, and a ring gear connecting shaft driven by the ring gear. A dual-power coupling mechanism includes an output shaft and an intermediate shaft that are parallel to each other and spaced apart, a second motor that is drivenly connected to the intermediate shaft, a first gear shifting mechanism and a second gear shifting mechanism that are connected between the gear ring connecting shaft and the output shaft and are independent of each other, and a third gear shifting mechanism that is connected between the output shaft and the intermediate shaft.

[0006] In a first aspect, in some embodiments, the first gear shifting mechanism includes a second input gear and a third input gear fixed on the gear ring connecting shaft, and a third output gear and a fourth output gear loosely fitted on the output shaft; The second input gear is meshed with the third output gear, and the third input gear is meshed with the fourth output gear. A first shifting mechanism is fixedly provided on the output shaft to engage or disengage the third output gear or the fourth output gear.

[0007] In some embodiments, the second gear shifting mechanism includes a first input gear loosely fitted on the gear ring connecting shaft and a first output gear fixed on the output shaft. The first input gear and the first output gear are meshed with each other. A second shifting mechanism for engaging or disengaging the first input gear or the gearbox housing is fixedly provided on the gear ring connecting shaft.

[0008] In a first aspect, in some embodiments, the third gear shifting mechanism includes a first intermediate gear and a second intermediate gear loosely fitted on the intermediate shaft, and a first output gear and a second output gear fixed on the output shaft; The first intermediate gear is meshed with the first output gear, the second intermediate gear is meshed with the second output gear, and a third shifting mechanism for engaging or disengaging the first intermediate gear or the second intermediate gear is fixedly provided on the intermediate shaft.

[0009] In a first aspect, in some embodiments, the engine is directly connected to the planetary carrier via a first input shaft, and the first motor is connected to the sun gear via a sun gear axle, with the sun gear axle loosely fitted around the outer periphery of the first input shaft; The first input shaft is coaxially connected to the PTO shaft, the gear ring connecting shaft is loosely fitted around the outer circumference of the PTO shaft, and the end of the PTO shaft away from the first input shaft extends to the outside of the gear ring connecting shaft.

[0010] In a first aspect, in some embodiments, the first motor and the sun gear shaft are coaxially connected to each other, or the first motor is biased to the sun gear shaft through a first bias gear coupling mechanism; The first bias gear coupling mechanism includes a second input shaft connected to the first motor, a first gear connected to the second input shaft, a second gear connected to the sun gear shaft, and an idler gear located between the first gear and the second gear and simultaneously meshing with the first gear and the second gear.

[0011] In a first aspect, in some embodiments, the second motor is biasedly connected to the intermediate shaft via a third bias gear coupling mechanism; the third bias gear coupling mechanism includes a third input shaft connected to the second motor, a third gear connected to the third input shaft, and a third intermediate gear connected to the intermediate shaft, wherein the third intermediate gear and the third gear are meshed together or connected via a reduction gear mechanism.

[0012] In some embodiments, the reduction gear mechanism includes a reduction gear shaft, on which a first reduction gear and a second reduction gear are connected. The first reduction gear is meshed with the third gear, and the second reduction gear is meshed with the third intermediate gear.

[0013] In a first aspect, some embodiments further include multiple speed sensors for monitoring engine speed, first motor speed, second motor speed and output shaft speed respectively, all of which are connected to the transmission controller, and the first motor and the second motor are both connected to the transmission controller.

[0014] Secondly, embodiments of this application provide a vehicle, including: The multi-speed power split hybrid powertrain system described in any of the above.

[0015] The beneficial effects of the technical solution provided in this application include: This application provides a multi-speed power split hybrid power transmission system and vehicle. Due to the electronic continuously variable transmission, it includes a planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear, as well as an engine that is driven to the planet carrier, a first motor that is driven to the sun gear, and a ring gear connecting shaft that is driven to the ring gear. The dual-power coupling mechanism includes an output shaft and an intermediate shaft that are parallel to each other and spaced apart, a second motor that is drivenly connected to the intermediate shaft, a first gear shifting mechanism and a second gear shifting mechanism that are connected between the gear ring connecting shaft and the output shaft and are independent of each other, and a third gear shifting mechanism that is connected between the output shaft and the intermediate shaft.

[0016] Therefore, the engine can work in conjunction with the first motor via a planetary gear mechanism, and simultaneously link with the second motor via a gear shifting mechanism. These three gear shifting mechanisms cooperate to provide multiple independent transmission paths, with power ultimately output via the output shaft. During gear shifting, the second motor provides real-time power compensation to ensure uninterrupted power during engine shifts; at the same time, the engine's mechanically diverted power supports the second motor's shifting operation, achieving smooth shifting control and effectively improving driving comfort and safety.

[0017] The multi-speed power-split hybrid powertrain system of this application achieves mutual power compensation during gear shifts by dynamically switching between different transmission paths, significantly reducing driving jerks and improving transmission smoothness. This system can fully utilize the high-efficiency operating ranges of the engine and electric motor, and its multi-speed design adapts to different load requirements, thereby effectively reducing vehicle fuel consumption while maintaining a compact structure and reasonable layout. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the hybrid powertrain system according to an embodiment of this application.

[0020] The attached diagram lists the components represented by each number as follows: 1. Engine; 10. First input shaft; 2. First motor; 20. Second input shaft; 21. First gear; 22. Idler gear; 23. Second gear; 3. Second motor; 30. Third input shaft; 31. Third gear; 4. Planetary gear mechanism; 4R, ring gear; 4S, sun gear; 4C, planet carrier; 40S, sun gear shaft; 40, ring gear connecting shaft; 41, first input gear; 42, second input gear; 43, third input gear; 50, output shaft; 51, first output gear; 52, second output gear; 53, third output gear; 54, fourth output gear; 60. Intermediate shaft; 61. First intermediate gear; 62. Second intermediate gear; 63. Third intermediate gear; 70. Reduction gear shaft; 71. First reduction gear; 72. Second reduction gear; 8. PTO shaft; K1. First shifting mechanism; K2. Second shifting mechanism; K3. Third shifting mechanism; 100. First gear shifting mechanism; 200. Second gear shifting mechanism; 300. Third gear shifting mechanism. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] In view of the shortcomings or deficiencies mentioned in the background art, the present application provides a multi-speed power split hybrid power transmission system and vehicle to solve the problems of power interruption during gear shifting, complex structure and high cost in the power transmission system of tractors in the related art.

[0023] See Figure 1As shown, the first aspect of this application provides a multi-speed power-split hybrid powertrain system, including: The electronic continuously variable transmission (E-CVT) includes a planetary gear mechanism 4 consisting of a sun gear 4S, a planet carrier 4C, and a ring gear 4R, as well as an engine 1 that is driven by the planet carrier 4C, a first motor 2 that is driven by the sun gear 4S, and a ring gear connecting shaft 40 that is driven by the ring gear 4R. The dual-power coupling mechanism includes an output shaft 50 and an intermediate shaft 60 that are parallel to each other and spaced apart, a second motor 3 that is drivenly connected to the intermediate shaft 60, a first gear shifting mechanism 100 and a second gear shifting mechanism 200 that are connected between the gear ring connecting shaft 40 and the output shaft 50 and are independent of each other, and a third gear shifting mechanism 300 that is connected between the output shaft 50 and the intermediate shaft 60.

[0024] The multi-speed power split hybrid transmission system proposed in this application mainly solves the problem of power interruption during gear shifting. It eliminates friction plates and clutches, and has the advantages of simple structure, low manufacturing cost, simple overall gearbox control, high transmission efficiency and reduced fuel consumption.

[0025] Specifically, the engine 1 and the first motor 2 can be selectively linked or connected in series via the planetary gear mechanism 4. The gear ring connecting shaft 40 is fixedly connected to the output end of the gear ring 4R. When the gear ring 4R is not locked and fixed, the first motor 2 can control the mechanical input power of the engine 1 through closed-loop speed control. Part of the power of the engine 1 is converted into electrical energy by the first motor 2 through electromechanical conversion, and the remaining mechanically split power is transmitted through the mechanical transmission path of the gear ring connecting shaft 40.

[0026] The first motor 2 can function as a speed-regulating motor and generator. It adjusts its own speed according to the vehicle's driving needs, changing the speed of the sun gear 4S, and thus controlling the speed of the planetary carrier 4C, achieving continuously variable transmission (CVT) for the engine 1. During engine 1 operation, the first motor 2 can also lock the gear ring connecting shaft 40 as needed, allowing the engine 1 to drive the first motor 2 to generate electricity using the series linkage of the planetary gear mechanism 4. The first motor 2 then charges the battery to replenish electrical energy.

[0027] The gear ring connecting shaft 40 can selectively link the output shaft 50 via the first gear shifting mechanism 100 or the second gear shifting mechanism 200 to achieve power output. The output shaft 50 can selectively link the intermediate shaft 60 and the second motor 3 via the third gear shifting mechanism 300. When the vehicle decelerates or brakes, the second motor 3 can act as a generator, converting the vehicle's kinetic energy into electrical energy and storing it in the battery, thus achieving energy recovery and further improving energy utilization efficiency.

[0028] Furthermore, when the vehicle is started and engine 1 is not operating, the second motor 3 can also function as a drive motor, driving the wheels to rotate via the intermediate shaft 60 and the third gear shifting mechanism 300, thus enabling the vehicle to travel in pure electric mode. In other words, during vehicle operation, engine 1, first motor 2, and second motor 3 can work collaboratively according to different operating conditions.

[0029] This allows for quiet and efficient vehicle operation at low speeds, while preventing engine 1 from operating in its inefficient range. When the vehicle is traveling at low speeds and requires less power, the second motor 3 can operate independently to drive the vehicle forward. At this time, engine 1 still does not participate in the operation, and the vehicle is driven by the battery's electrical energy, achieving zero emissions and low energy consumption.

[0030] The second motor 3 is connected to the intermediate shaft 60, which can selectively engage with the third gear shifting mechanism 300, thereby selectively transmitting the power input of the second motor 3 to the output shaft 50 according to an independent transmission gear. When the vehicle decelerates or brakes, the second motor 3 operates as a generator, converting the vehicle's kinetic energy into electrical energy and storing it in the battery, thus achieving energy recovery and further improving energy utilization efficiency.

[0031] For example, when the vehicle starts, the engine 1 does not work. At this time, the second motor 3 acts as a drive motor, driving the wheels to rotate through the intermediate shaft 60 and the third gear shifting mechanism 300, so that the vehicle can drive in pure electric mode. This ensures that the vehicle is quiet and efficient at low speeds, and avoids the engine 1 from working in the inefficient range.

[0032] When the vehicle is traveling at low speed and requires less power, the second motor 3 works alone to drive the vehicle forward. At this time, the engine 1 still does not participate in the work, and the vehicle is driven by the power of the battery, achieving zero emissions and low energy consumption.

[0033] When the vehicle is traveling at medium to high speeds or when greater power is required, engine 1 starts working and transmits power to planetary carrier 4C. At this time, the first motor 2 can act as a generator, adjusting its own speed according to the vehicle's driving needs, thereby changing the speed of the sun gear 4S, and thus controlling the speed of planetary carrier 4C, achieving continuously variable transmission (CVT) of engine 1.

[0034] The first motor 2 can also charge the battery as needed to replenish electrical energy. In this process, the engine 1 and the second motor 3 work together to provide power to the vehicle, realizing hybrid drive and improving power performance and fuel economy.

[0035] Since the mechanical power splitting of engine 1 and the power transmission path of the second motor 3 are independent, during the shifting process of engine 1 through the first gear shifting mechanism 100, the second motor 3 can provide power drive through the intermediate shaft 60 and the third gear shifting mechanism 300, thereby realizing the shifting of engine 1 without power interruption. Conversely, during the shift control process where the second motor 3 disengages through the third gear shift mechanism 300, the engine 1 remains in gear through the first gear shift mechanism 100, thereby achieving uninterrupted shift control of the second motor 3.

[0036] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first gear shifting mechanism 100 of the multi-speed power split hybrid power transmission system includes a second input gear 42 and a third input gear 43 fixed on the gear ring connecting shaft 40, and a third output gear 53 and a fourth output gear 54 loosely fitted on the output shaft 50. The second input gear 42 is meshed with the third output gear 53, and the third input gear 43 is meshed with the fourth output gear 54. A first shifting mechanism K1 is fixedly provided on the output shaft 50 to engage or disengage the third output gear 53 or the fourth output gear 54.

[0037] In this embodiment, the diameter of the second input gear 42 is larger than the diameter of the third input gear 43. The first shifting mechanism K1 can selectively engage the output shaft 50 with the third output gear 53 or the fourth output gear 54 to achieve two-speed transmission path output.

[0038] The outputs of these two transmission paths are as follows: Engine 1 - First Input Shaft 10 - Planet Carrier 4C - Gear Ring 4R - Gear Ring Connecting Shaft 40 - Third Input Gear 43 - Fourth Output Gear 54 - First Shift Mechanism K1 - Output Shaft 50; Engine 1 - First input shaft 10 - Planetary carrier 4C - Gear ring 4R - Gear ring connecting shaft 40 - Second input gear 42 - Third output gear 53 - First shifting mechanism K1 - Output shaft 50.

[0039] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The second gear shifting mechanism 200 of the multi-speed power split hybrid power transmission system includes a first input gear 41 loosely fitted on the gear ring connecting shaft 40 and a first output gear 51 fixed on the output shaft 50. The first input gear 41 and the first output gear 51 are meshed with each other. A second shifting mechanism K2 is fixedly provided on the gear ring connecting shaft 40 to engage or disengage the first input gear 41 or the gearbox housing.

[0040] In this embodiment, the diameter of the first input gear 41 is larger than the diameter of the second input gear 42. The second shifting mechanism K2 can selectively engage the gear ring connecting shaft 40 with the first input gear 41 or the gearbox housing. In conjunction with the first gear shifting mechanism 100, a three-speed transmission path output can be achieved.

[0041] The outputs for these three transmission paths are as follows: First gear transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Gear ring 4R - Gear ring connecting shaft 40 - Third input gear 43 - Fourth output gear 54 - First shifting mechanism K1 - Output shaft 50; Second gear transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Gear ring 4R - Gear ring connecting shaft 40 - Second input gear 42 - Third output gear 53 - First shifting mechanism K1 - Output shaft 50; Third gear transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Gear ring 4R - Gear ring connecting shaft 40 - Second shifting mechanism K2 - First input gear 41 - First output gear 51 - Output shaft 50.

[0042] When the second shift mechanism K2 engages with the gearbox housing, the first motor 2 is linked in series with the engine 1. The first motor 2 converts the mechanical power of the engine 1 into electrical energy through electromechanical conversion, thereby charging the vehicle's power battery. The transmission route is as follows: Engine 1 - First Input Shaft 10 - Planet Carrier 4C - Sun Gear 4S - Sun Gear Shaft 40S - Second Gear 23 - Idler Gear 22 - First Gear 21 - Second Input Shaft 20 - First Motor 2.

[0043] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The third gear shifting mechanism 300 of the multi-speed power split hybrid power transmission system includes a first intermediate gear 61 and a second intermediate gear 62 loosely fitted on the intermediate shaft 60, and a first output gear 51 and a second output gear 52 fixed on the output shaft 50. The first intermediate gear 61 is meshed with the first output gear 51, the second intermediate gear 62 is meshed with the second output gear 52, and a third shifting mechanism K3 is fixedly provided on the intermediate shaft 60 to engage or disengage the first intermediate gear 61 or the second intermediate gear 62.

[0044] In this embodiment, the diameter of the first intermediate gear 61 is larger than the diameter of the second intermediate gear 62. The third shifting mechanism K3 can selectively engage the intermediate shaft 60 with the first intermediate gear 61 or the second intermediate gear 62 to achieve two-speed transmission path output.

[0045] The outputs of these two transmission paths are as follows: Second Motor 3 - Third Input Shaft 30 - Third Gear 31 - First Reduction Gear 71 - Reduction Gear Shaft 70 - Second Reduction Gear 72 - Third Intermediate Gear 63 - Intermediate Shaft 60 - Third Shifting Mechanism K3 - Second Intermediate Gear 62 - Second Output Gear 52 - Output Shaft 50; Second motor 3 - Third input shaft 30 - Third gear 31 - First reduction gear 71 - Reduction gear shaft 70 - Second reduction gear 72 - Third intermediate gear 63 - Intermediate shaft 60 - Third shifting mechanism K3 - First intermediate gear 61 - First output gear 51 - Output shaft 50.

[0046] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The engine 1 of the multi-speed power split hybrid power transmission system is directly connected to the planetary carrier 4C through the first input shaft 10, and the first motor 2 is connected to the sun gear 4S through the sun gear shaft 40S. The sun gear shaft 40S is loosely fitted around the outer periphery of the first input shaft 10. The first input shaft 10 is coaxially connected to the PTO shaft 8, and the gear ring connecting shaft 40 is loosely fitted around the outer periphery of the PTO shaft 8. The end of the PTO shaft 8 away from the first input shaft 10 extends to the outside of the gear ring connecting shaft 40.

[0047] In this embodiment, the engine 1 is directly connected to the planetary carrier 4C via the first input shaft 10; the first motor 2 is connected to the sun gear 4S via the sun gear shaft 40S, and the sun gear shaft 40S is loosely fitted around the outer periphery of the first input shaft 10, thus achieving a compact structure.

[0048] Meanwhile, the first input shaft 10 is coaxially connected to the PTO shaft 8, and the gear ring connecting shaft 40 is loosely fitted around the outer periphery of the PTO shaft 8. The end of the PTO shaft 8 away from the first input shaft 10 extends to the outside of the gear ring connecting shaft 40. The PTO shaft 8 serves as a power output shaft, which can connect to external loads and transmit the power of the engine 1 to external implements, providing rotational mechanical energy for various agricultural implements or equipment.

[0049] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first motor 2 of the multi-speed power split hybrid power transmission system is coaxially connected to the sun gear shaft 40S, or the first motor 2 is biasedly connected to the sun gear shaft 40S through a first bias gear coupling mechanism. The first bias gear coupling mechanism includes a second input shaft 20 fixed to the first motor 2, a first gear 21 fixed to the second input shaft 20, a second gear 23 fixed to the sun gear shaft 40S, and an idler gear 22 located between the first gear 21 and the second gear 23 and simultaneously meshing with the first gear 21 and the second gear 23.

[0050] In this embodiment, the first motor 2 is biasedly connected to the sun gear shaft 40S through a first biased gear coupling mechanism consisting of a first gear 21, an idler gear 22, and a second gear 23. The first motor 2, the first gear 21, and the idler gear 22 are biasedly arranged to facilitate the spatial arrangement of the system.

[0051] In other embodiments, the first bias gear coupling mechanism consisting of the first gear 21, idler gear 22, and second gear 23 in the above embodiments can be omitted. The transmission system structure of the above embodiments is simplified by directly connecting the output shaft of the first motor 2 to the sun gear axle 40S.

[0052] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The second motor 3 of the multi-speed power split hybrid power transmission system is biasedly connected to the intermediate shaft 60 through a third bias gear coupling mechanism. The third bias gear coupling mechanism includes a third input shaft 30 fixed to the second motor 3, a third gear 31 fixed to the third input shaft 30, and a third intermediate gear 63 fixed to the intermediate shaft 60. The third intermediate gear 63 and the third gear 31 are meshed with each other or connected by a reduction gear mechanism.

[0053] In this embodiment, the second motor 3 is connected to the third intermediate gear 63 via the third gear 31 to offset the second intermediate transmission shaft 60. The offset arrangement of the third gear 31 and the second motor 3 facilitates the spatial arrangement of the system, and the diameter of the third gear 31 is smaller than the diameter of the second intermediate transmission shaft 60. If the third intermediate gear 63 and the third gear 31 are directly meshed, speed reduction and torque increase can be achieved.

[0054] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The reduction gear mechanism of the multi-speed power split hybrid power transmission system includes a reduction gear shaft 70. A first reduction gear 71 and a second reduction gear 72 are fixed on the reduction gear shaft 70. The first reduction gear 71 is meshed with a third gear 31, and the second reduction gear 72 is meshed with a third intermediate gear 63.

[0055] In this embodiment, the first reduction gear 71 and the third gear 31 are meshed together, and the diameter of the third gear 31 is smaller than the diameter of the first reduction gear 71; the second reduction gear 72 and the third intermediate gear 63 are meshed together, and the diameter of the second reduction gear 72 is smaller than the diameter of the third intermediate gear 63, which can realize two-stage reduction and increase torque.

[0056] The following text is incomplete and cannot be translated. Figure 1 The driving modes of the multi-speed power split hybrid power transmission system of this application are illustrated using an example.

[0057] Engine 1 is fixedly connected to the first input shaft 10, PTO shaft 8 is coaxially fixedly connected to the first input shaft 10, sun gear shaft 40S is loosely fitted on the first input shaft 10, and gear ring connecting shaft 40 is fixedly connected to gear ring 4R and loosely fitted on PTO shaft 8. Second shift mechanism K2 is fixed to gear ring connecting shaft 40, first shift mechanism K1 is fixed to output shaft 50, and third shift mechanism K3 is fixed to intermediate shaft 60.

[0058] When the vehicle is in parking charging mode, the on-board power battery has a low charge. The second shift mechanism K2 closes the gearbox housing, and the first motor 2 is connected in series with the engine 1. The first motor 2 converts the mechanical power of the engine 1 into electrical energy through electromechanical conversion, thereby charging the on-board power battery. Transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Sun gear 4S - Sun gear shaft 40S - Second gear 23 - Idler gear 22 - First gear 21 - Second input shaft 20 - First motor 2.

[0059] When the vehicle is in pure electric drive mode and the on-board power battery is fully charged, the second motor 3 provides pure electric drive for the vehicle. The second motor 3 can provide two-speed drive.

[0060] First gear transmission route: Second motor 3 - Third input shaft 30 - Third gear 31 - First reduction gear 71 - Reduction gear shaft 70 - Second reduction gear 72 - Third intermediate gear 63 - Intermediate shaft 60 - Third shifting mechanism K3 - Second intermediate gear 62 - Second output gear 52 - Output shaft 50; Second gear transmission route: Second motor 3 - Third input shaft 30 - Third gear 31 - First reduction gear 71 - Reduction gear shaft 70 - Second reduction gear 72 - Third intermediate gear 63 - Intermediate shaft 60 - Third shifting mechanism K3 - First intermediate gear 61 - First output gear 51 - Output shaft 50.

[0061] When the vehicle is in series hybrid mode and the on-board power battery is low on power, the second shift mechanism K2 closes the gearbox housing, so that the first motor 2 converts the mechanical input power of the engine 1 into electrical energy, thereby charging the on-board power battery. Some of the electrical energy can be directly provided to the second motor 3 for driving. The second motor 3 can drive independently through two gears: forward or reverse. The transmission route of the second motor 3 is as follows: Second motor 3 - Third input shaft 30 - Third gear 31 - First reduction gear 71 - Reduction gear shaft 70 - Second reduction gear 72 - Third intermediate gear 63 - Intermediate shaft 60 - Third shifting mechanism K3 - Second intermediate gear 62 - Second output gear 52 - Output shaft 50; Second motor 3 - Third input shaft 30 - Third gear 31 - First reduction gear 71 - Reduction gear shaft 70 - Second reduction gear 72 - Third intermediate gear 63 - Intermediate shaft 60 - Third shifting mechanism K3 - First intermediate gear 61 - First output gear 51 - Output shaft 50; Power generation transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Sun gear 4S - Sun gear shaft 40S - Second gear 23 - Idler gear 22 - First gear 21 - Second input shaft 20 - First motor 2.

[0062] When the vehicle is in engine drive mode, engine 1 can provide three gears for independent drive.

[0063] First gear transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Gear ring 4R - Gear ring connecting shaft 40 - Third input gear 43 - Fourth output gear 54 - First shifting mechanism K1 - Output shaft 50; Second gear transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Gear ring 4R - Gear ring connecting shaft 40 - Second input gear 42 - Third output gear 53 - First shifting mechanism K1 - Output shaft 50; Third gear transmission route: Engine 1 - First input shaft 10 - Planetary carrier 4C - Gear ring 4R - Gear ring connecting shaft 40 - Second shifting mechanism K2 - First input gear 41 - First output gear 51 - Output shaft 50.

[0064] When the vehicle is in parallel hybrid mode, the engine 1 and the second motor 3 are connected in parallel through the shifting mechanisms K1, K2, and K3, and output power to the output shaft 50. When the battery power is insufficient, the first motor 2 converts a portion of the mechanical input power of the engine 1 into electrical energy to drive the second motor 3. The power of the engine 1 and the second motor 3 are connected in parallel and output to the output shaft 50. When the battery power is sufficient, the first motor 2 will stop generating electricity, and the engine 1 and the second motor 3 will output power to the output shaft 50 in parallel.

[0065] Firstly, in some alternative embodiments: see... Figure 1 As shown in the figure, this application embodiment provides a multi-speed power split hybrid power transmission system. The multi-speed power split hybrid power transmission system also includes multiple speed sensors for monitoring the engine speed, the first motor speed, the second motor speed and the output shaft speed respectively. The multiple speed sensors are all connected to the transmission controller, and the first motor 2 and the second motor 3 are both connected to the transmission controller.

[0066] In this embodiment, the transmission controller receives signals of engine speed, first motor speed, second motor speed and output shaft speed, and controls the speed of the first motor 2 and the second motor 3 according to the current shift signal, so that the shift speed difference is controlled within a set threshold range.

[0067] When the first gear shifting mechanism 100, the second gear shifting mechanism 200, and the third gear shifting mechanism 300 need to shift gears, the gearbox controller can obtain the engine speed, the first motor speed, the second motor speed, and the output shaft speed.

[0068] The gearbox controller can achieve closed-loop control of the shift gear speed by controlling the speed changes of the first motor 2 and the second motor 3, so that the speed difference between the active end and the driven end of the shift gear is controlled within the set speed difference threshold, thereby simplifying the shift mechanism K1, K2 and K3. The shift mechanism K1, K2 and K3 can use a more simplified meshing sleeve shift mechanism or a dog tooth shift mechanism to replace the synchronizer shift mechanism, and the shift clutch is also eliminated.

[0069] See Figure 1 As shown, a second aspect of this application provides a vehicle including a multi-speed power split hybrid power transmission system according to any of the above embodiments. The vehicle is preferably, but not limited to, a tractor, loader, sweeper, or water truck, etc.

[0070] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0071] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0072] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A multi-speed power-split hybrid power transmission system, characterized in that, include: An electronic continuously variable transmission includes a planetary gear mechanism (4) consisting of a sun gear (4S), a planet carrier (4C) and a ring gear (4R), an engine (1) driven by the planet carrier (4C), a first motor (2) driven by the sun gear (4S), and a ring gear connecting shaft (40) connected by the ring gear (4R). The dual-power coupling mechanism includes an output shaft (50) and an intermediate shaft (60) that are parallel to each other and spaced apart, a second motor (3) that is drivenly connected to the intermediate shaft (60), a first gear shifting mechanism (100) and a second gear shifting mechanism (200) that are connected between the gear ring connecting shaft (40) and the output shaft (50) and are independent of each other, and a third gear shifting mechanism (300) that is connected between the output shaft (50) and the intermediate shaft (60).

2. The multi-speed power split hybrid power transmission system as described in claim 1, characterized in that: The first gear shifting mechanism (100) includes a second input gear (42) and a third input gear (43) fixed on the gear ring connecting shaft (40), and a third output gear (53) and a fourth output gear (54) loosely fitted on the output shaft (50). The second input gear (42) is meshed with the third output gear (53), and the third input gear (43) is meshed with the fourth output gear (54). A first shifting mechanism (K1) is fixedly provided on the output shaft (50) to engage or disengage the third output gear (53) or the fourth output gear (54).

3. The multi-speed power split hybrid power transmission system as described in claim 1 or 2, characterized in that: The second gear shifting mechanism (200) includes a first input gear (41) loosely fitted on the gear ring connecting shaft (40) and a first output gear (51) fixed on the output shaft (50). The first input gear (41) and the first output gear (51) are meshed with each other. A second shifting mechanism (K2) is fixedly provided on the gear ring connecting shaft (40) to engage or disengage the first input gear (41) or the gearbox housing.

4. The multi-speed power split hybrid power transmission system as described in claim 1 or 2, characterized in that: The third gear shifting mechanism (300) includes a first intermediate gear (61) and a second intermediate gear (62) loosely fitted on the intermediate shaft (60), and a first output gear (51) and a second output gear (52) fixed on the output shaft (50). The first intermediate gear (61) is meshed with the first output gear (51), and the second intermediate gear (62) is meshed with the second output gear (52). A third shifting mechanism (K3) for engaging or disengaging the first intermediate gear (61) or the second intermediate gear (62) is fixedly provided on the intermediate shaft (60).

5. The multi-speed power split hybrid power transmission system as described in claim 1, characterized in that: The engine (1) is directly connected to the planetary carrier (4C) through the first input shaft (10), and the first motor (2) is connected to the sun gear (4S) through the sun gear shaft (40S), and the sun gear shaft (40S) is loosely fitted around the outer periphery of the first input shaft (10); The first input shaft (10) is coaxially connected to the PTO shaft (8), and the gear ring connecting shaft (40) is loosely fitted around the outer periphery of the PTO shaft (8). The end of the PTO shaft (8) away from the first input shaft (10) extends to the outside of the gear ring connecting shaft (40).

6. The multi-speed power split hybrid power transmission system as described in claim 5, characterized in that: The first motor (2) is coaxially connected to the sun gear shaft (40S), or the first motor (2) is biasedly connected to the sun gear shaft (40S) through a first bias gear coupling mechanism. The first bias gear coupling mechanism includes a second input shaft (20) connected to the first motor (2), a first gear (21) connected to the second input shaft (20), a second gear (23) connected to the sun gear shaft (40S), and an idler gear (22) located between the first gear (21) and the second gear (23) and simultaneously meshing with the first gear (21) and the second gear (23).

7. The multi-speed power split hybrid power transmission system as described in claim 1, characterized in that: The second motor (3) is biasedly connected to the intermediate shaft (60) through a third bias gear coupling mechanism; the third bias gear coupling mechanism includes a third input shaft (30) connected to the second motor (3), a third gear (31) connected to the third input shaft (30), and a third intermediate gear (63) connected to the intermediate shaft (60). The third intermediate gear (63) and the third gear (31) are meshed with each other or connected by a reduction gear mechanism.

8. The multi-speed power split hybrid power transmission system as described in claim 7, characterized in that: The reduction gear mechanism includes a reduction gear shaft (70), on which a first reduction gear (71) and a second reduction gear (72) are connected. The first reduction gear (71) is meshed with the third gear (31), and the second reduction gear (72) is meshed with the third intermediate gear (63).

9. The multi-speed power split hybrid power transmission system as described in claim 1, characterized in that: It also includes multiple speed sensors for monitoring engine speed, first motor speed, second motor speed and output shaft speed respectively, all of which are connected to the gearbox controller. The first motor (2) and the second motor (3) are both connected to the gearbox controller.

10. A vehicle, characterized in that, include: The multi-speed power split hybrid powertrain system according to any one of claims 1 to 9.

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