A power split continuously variable transmission system

Abstract

The present invention discloses a power-split continuously variable transmission system, comprising an integrated parallel shaft gear train, a planetary gear train, and a hydrostatic system. The system utilizes the coordinated operation of shift clutches C1 / C2 / C3 / CR / CF to achieve vehicle starting, power reversal, three forward gear operating zones, and three reverse gear operating zones. Power switching between the operating zones is uninterrupted, and the speed ratio is continuously adjustable. While the input shaft speed remains constant, continuous changes in the output shaft speed, continuous power output, and power reversal between forward and reverse gears can be achieved by adjusting the variable pump swash plate angle and the clutch engagement state. This significantly improves the vehicle's power transmission performance, fuel economy, and ability to adapt to various complex road conditions. By controlling the hydrostatic unit and the clutches in each operating zone, power splitting, continuous power output, and stepless speed ratio adjustment are achieved, meeting tractor requirements for transmission durability, power transmission efficiency, and complex operating conditions.

Description

Technical Field

[0001] The invention belongs to the technical field of gearbox transmission, and relates to a power split continuously variable gearbox transmission system. Background Art

[0002] Hydraulic continuously variable transmission (CVT) accounts for a large proportion of agricultural tractor technology. CVT is ahead of power shift products in product technology level, driving experience, and agricultural machinery operating efficiency.

[0003] Currently, the shift mechanism for manual transmissions used in tractors still mostly relies on a low-end clutch-type shift mechanism. Traditional manual and power-shift transmissions use fixed gear ratios for each gear. To reduce engine fuel consumption and minimize shift shock, the transmission design requires increasing the number of gears. This complicates the transmission structure and creates power interruptions between shifts, impacting the vehicle's ability to adapt to various complex operating conditions. To reduce shift shock and improve adaptability, traditional transmission systems often utilize a torque converter plus a parallel-shaft gearbox. However, this structure suffers from low operating efficiency at low vehicle speeds. Hydraulic continuously variable transmissions (CVTs) lead power-shift products in terms of product technology, driving experience, and agricultural machinery operating efficiency. However, existing technologies for using hydraulic CVTs in tractors present high technical barriers and fail to meet the transmission durability, power transmission efficiency, and complex operating conditions required by tractors. Summary of the Invention

[0004] In response to the problems existing in the prior art, the present invention provides a power-split continuously variable transmission system, which is applied to tractors to achieve power splitting, continuous power output and stepless adjustment of the speed ratio, meeting the tractor's requirements for transmission durability, power transmission efficiency and complex operating conditions.

[0005] The present invention is achieved through the following technical solutions:

[0006] A power split continuously variable transmission system comprising:

[0007] Integrates parallel shaft gear system, first gear clutch, second gear clutch, third gear clutch, forward clutch, reverse clutch, power take-off clutch, planetary gear system and hydrostatic system;

[0008] The integrated parallel shaft wheel system includes a first parallel shaft system, a third parallel shaft system, and a fifth parallel shaft system; the hydrostatic system includes a hydrostatic unit, the input end of the hydrostatic unit is connected to the first parallel shaft system; the output end of the hydrostatic unit is connected to the third parallel shaft system; the planetary gear system is arranged on the third parallel shaft system, the input end of the planetary gear system is connected to the first parallel shaft system; the output end of the planetary gear system is transmitted to the fifth parallel shaft system through the fourth parallel shaft system;

[0009] The first parallel shaft system includes a clutch shaft and a clutch drive gear; the clutch drive gear, the power take-off clutch, the first gear clutch and the second gear clutch are all arranged on the clutch shaft and fixedly connected to the clutch shaft;

[0010] The third parallel shaft system includes a first intermediate shaft and an intermediate shaft driven gear; the third gear clutch is fixedly connected to the first intermediate shaft; the first intermediate shaft is connected to the planetary gear system; the intermediate shaft driven gear is loosely mounted on the first intermediate shaft and meshes with the clutch drive gear while being splined to the third gear clutch;

[0011] The fifth parallel shaft system includes an output shaft that is fixedly connected to the forward clutch CF and the reverse clutch CR.

[0012] Preferably, the integrated parallel shaft wheel system also includes a second parallel shaft system, which includes a variable pump drive gear and a motor drive gear; the hydrostatic unit is fixedly connected to the variable pump drive gear and the motor drive gear respectively; the variable pump drive gear is engaged with the clutch drive gear, and the motor drive gear is engaged with the motor driven gear.

[0013] Preferably, a connecting shaft is provided between one end of the hydrostatic unit and the variable pump driving gear, and a connecting shaft is provided between the other end of the hydrostatic unit and the motor driving gear.

[0014] Preferably, the first parallel shaft system also includes a first-gear driving gear, a second-gear driving gear, a power take-off drive gear and a power take-off clutch; the first-gear driving gear is loosely sleeved on the clutch shaft and is connected to the first-gear clutch through a spline; the second-gear driving gear is loosely sleeved on the clutch shaft and is connected to the second-gear clutch through a spline; the power take-off drive gear is loosely sleeved on the clutch shaft and is connected to the power take-off clutch through a spline; the power take-off clutch is fixedly connected to the clutch shaft.

[0015] Preferably, the planetary gear system includes a first planetary row and a first planetary row, and the first planetary row and the first planetary row constitute a Ravinia planetary gear mechanism.

[0016] Preferably, the third parallel shaft system further includes a first gear driven gear, a second gear driven gear, a motor driven gear and a planetary carrier output gear.

[0017] The first intermediate shaft is arranged parallel to the clutch shaft and is spline-connected to the sun gear of the first planetary row; the intermediate shaft driven gear is loosely mounted on the first intermediate shaft and is engaged with the clutch drive gear and is spline-connected to the third-speed clutch; the third-speed clutch is fixedly connected to the first intermediate shaft; the first-speed driven gear is fixedly connected to the first intermediate shaft and is engaged with the first-speed driving gear, the second-speed driven gear is loosely mounted on the intermediate shaft, the second-speed driven gear is engaged with the second-speed driving gear and is spline-connected to the ring gear of the first planetary row; the motor driven gear is spline-connected to the sun gear of the second planetary row and is meshed with the motor drive gear; the planet carrier output gear is spline-connected to the planet carrier in the Ravinia planetary gear mechanism.

[0018] Preferably, the integrated parallel shaft gear system further comprises a fourth parallel shaft system, the fourth parallel shaft system comprising a fourth intermediate shaft, a planetary carrier output driven gear, a reverse gear driving gear and a reverse gear idler gear;

[0019] The intermediate shaft is provided with a planetary carrier output driven gear and a reverse gear driving gear. The planetary carrier output driven gear is meshed with the second gear driven gear, and the reverse gear driving gear is meshed with the reverse gear idler gear.

[0020] Preferably, the fifth parallel shaft system further includes a reverse driven gear and a forward driven gear;

[0021] The reverse gear driven gear is loosely sleeved on the output shaft and is engaged with the reverse idler gear while being connected to the reverse clutch through a spline; the loose sleeve is loosely sleeved on the output shaft and is engaged with the planetary carrier output driven gear while being connected to the forward clutch through a spline.

[0022] Preferably, the integrated parallel shaft wheel system also includes a sixth parallel shaft system, which includes a power take-off output shaft, a power take-off drive gear and a power take-off output passive gear; the power take-off output shaft is fixedly connected to the power take-off output passive gear, the power take-off output passive gear is meshed with the power take-off drive gear, and the power take-off clutch is connected to the power take-off drive gear through a spline; the power take-off drive gear is loosely mounted on the clutch shaft.

[0023] Preferably, the clutch shaft is connected to the power source via a spline.

[0024] Compared with the prior art, the present invention has the following beneficial technical effects:

[0025] The present invention provides a power-split continuously variable transmission system, including a power-split transmission system integrating a parallel shaft gear train, a planetary gear train, and a hydrostatic system. The transmission utilizes the coordinated operation of shift clutches C1 / C2 / C3 / CR / CF to achieve vehicle starting, power reversal, three forward gear operating zones, and three reverse gear operating zones. Power switching between the operating zones is uninterrupted, and the speed ratio is continuously adjustable. While the input shaft speed remains constant, the output shaft speed is continuously varied, power is continuously output, and power reversal between forward and reverse gears is achieved by adjusting the variable pump swash plate angle and the clutch engagement state. This significantly improves the vehicle's power transmission performance, fuel economy, and ability to adapt to various complex road conditions. By controlling the hydrostatic unit and the clutches in each operating zone, power splitting, continuous power output, and continuously adjustable speed ratios are achieved, meeting tractor requirements for transmission durability, power transmission efficiency, and complex operating conditions.

[0026] Furthermore, the system of the present invention controls the swing angle of the variable pump in the hydrostatic unit H1 to continuously change from the positive maximum to the negative maximum while keeping the engine speed constant. The speed of the output shaft S5 is continuously increased, and the speed ratio is continuously adjustable. This system can achieve uninterrupted power transmission and continuously adjustable speed ratio, and can realize power take-off output by controlling the engagement of the power take-off clutch. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 A simplified transmission diagram of a power split continuously variable transmission system;

[0028] Figure 2 is a shift timing diagram of the power split continuously variable transmission system in the embodiment;

[0029] In the figure: S1, clutch shaft, S2, connecting shaft, S3, first intermediate shaft, S4, fourth intermediate shaft, S5, output shaft, G1, clutch drive gear, G2, intermediate shaft driven gear, G3, variable pump drive gear, G4, motor drive gear, G5, motor driven gear, G6, first gear driving gear, G7, first gear driven gear, G8, second gear driving gear, G9, second gear driven gear, G10, planetary carrier output gear, G11, planetary carrier output driven gear, G12, forward driven gear, G13, reverse driving gear, G14, reverse idler gear, G15, reverse driven gear, G16, power take-off drive gear, G17, power take-off output driven gear, H1, hydrostatic unit, C1, first gear clutch, C2, second gear clutch, C3, third gear clutch, CR, reverse clutch, CF, forward clutch, CP, power take-off clutch, P1, first planetary gear, P2, second planetary gear. DETAILED DESCRIPTION

[0030] The present invention will be further described in detail below with reference to specific embodiments, which are intended to explain the present invention rather than to limit it.

[0031] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0032] In order to achieve the above goals, combined Figure 1 Further illustrate the specific technical solution of the present invention:

[0033] The first parallel shaft system includes the following parts: clutch shaft S1, which is connected to the power source through a spline. Clutch drive gear G1, which is fixedly connected to the clutch shaft S1. First gear driving gear G6, which is loosely mounted on the clutch shaft S1 and is splined to the clutch C1. First gear clutch C1, which is fixedly connected to the clutch shaft S1. Second gear driving gear G8, which is loosely mounted on the clutch shaft S1 and is splined to the clutch C2. First gear clutch C1, which is fixedly connected to the clutch shaft S1. Power take-off drive gear G16, which is loosely mounted on the clutch shaft S1 and is splined to the power take-off clutch CP. The power take-off clutch CP is fixedly connected to the clutch shaft S1.

[0034] The second parallel shaft system includes the following parts: a hydrostatic unit H1, which is fixedly connected to the variable pump drive gear G3 and the motor drive gear G4, while the G3 clutch drives the gear G1 in meshing engagement, and G4 is meshed with the motor driven gear G5.

[0035] The third parallel shaft system includes the following components: an intermediate shaft S3, which is arranged parallel to the clutch shaft S1 and splined to the sun gear of the first planetary gear set P1. An intermediate shaft driven gear G2, which is loosely mounted on intermediate shaft S3 and meshes with the clutch drive gear G1 and is splined to the third-speed clutch C3. The third-speed clutch C3 is fixedly connected to intermediate shaft S3. The first-speed driven gear G7 is fixedly mounted on intermediate shaft S3 and meshes with the first-speed driving gear G6. The second-speed driven gear G9, which is loosely mounted on intermediate shaft S3 and splined to the ring gear of the first planetary gear set P1, is splined to the planetary gear set P1 and P2, forming a Ravinia planetary gear mechanism. The planetary carrier output gear G10 is splined to the planetary carrier in the Ravinia planetary gear mechanism. The motor driven gear G5 is splined to the sun gear of the second planetary gear set P2 and meshes with the motor drive gear G4.

[0036] The fourth parallel shaft system includes the following parts: intermediate shaft S4, which integrates the planetary carrier output driven gear G11 and the reverse gear driving gear G13, wherein G11 meshes with G10 and G13 meshes with the reverse gear idler gear G14.

[0037] The fifth parallel shaft system includes the following components: output shaft S5, which is fixedly connected to the forward clutch CF and reverse clutch CR. Reverse driven gear G15, which is loosely mounted on output shaft S5 and meshes with reverse idler gear G14 and is splined to reverse clutch CR. Forward driven gear G12, which is loosely mounted on output shaft S5 and meshes with planetary carrier output driven gear G11 and is splined to forward clutch CF.

[0038] The sixth parallel shaft system includes the following parts: the power take-off output shaft S6, which is fixedly connected to the power take-off output driven gear G17, and the gear G17 is meshed with the power take-off drive gear G16.

[0039] Combined with attachment Figure 1 and Figure 2 Further explain the power transmission routes of different working areas of the present invention:

[0040] Forward first gear operating range: First gear clutch C1 and forward clutch CF are engaged, and engine power is input from clutch shaft S1 to clutch drive gear G1. Part of this power is transmitted hydraulically: clutch drive gear G1 → variable pump drive gear G3 → hydrostatic unit H1 → motor drive gear G4 → motor driven gear G5 → sun gear of second planetary gear P2. The other part of the power is transmitted mechanically: clutch drive gear G1 → first gear drive gear G6 → first gear driven gear G7 → sun gear of first planetary gear P1. These two power flows are combined in the Lavinia planetary gear and then output through the planetary carrier. Then, they are transmitted to planetary carrier output gear G10 → planetary carrier output driven gear G11 → forward driven gear G12 → output shaft S5.

[0041] In this working area, under the condition that the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H1 to continuously change from the positive maximum to the negative maximum, the speed of the output shaft S5 increases continuously and the speed ratio is continuously adjustable.

[0042] Second forward gear operating range: Second gear clutch C2 and forward clutch CF are engaged, and engine power is input from clutch shaft S1 to clutch drive gear G1. Part of this power is transmitted hydraulically: clutch drive gear G1 → variable pump drive gear G3 → hydrostatic unit H1 → motor drive gear G4 → motor driven gear G5 → sun gear of second planetary gear set P2. The other part of the power is transmitted mechanically: clutch drive gear G1 → second gear drive gear G8 → second gear driven gear G9 → ring gear of first planetary gear set P1. These two power flows are combined in the Lavinia planetary gear set and then output through the planetary carrier. Then, they are transmitted to the planetary carrier output gear G10 → planetary carrier output driven gear G11 → forward driven gear G12 → output shaft S5.

[0043] In this working area, under the condition that the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H1 to continuously change from the negative maximum to the positive maximum, the speed of the output shaft S5 increases continuously and the speed ratio is continuously adjustable.

[0044] Forward third gear operating range: Third clutch C3 and forward clutch CF are engaged, and engine power is input from clutch shaft S1 to clutch drive gear G1. Part of this power is transmitted hydraulically: clutch drive gear G1 → variable pump drive gear G3 → hydrostatic unit H1 → motor drive gear G4 → motor driven gear G5 → sun gear of second planetary gear set P2. The other part of the power is transmitted mechanically: clutch drive gear G1 → intermediate shaft driven gear G2 → sun gear of first planetary gear set P1. These two power flows are combined in the Lavinia planetary gear set and output through the planetary carrier. Then, they are transmitted to planetary carrier output gear G10 → planetary carrier output driven gear G11 → forward driven gear G12 → output shaft S5.

[0045] In this operating range, while the engine speed remains constant, the speed of the output shaft S5 is continuously increased by controlling the swing angle of the variable displacement pump in the hydrostatic unit H1 from the maximum positive value to the maximum negative value. The speed ratio is continuously adjustable.

[0046] Reverse first gear operation: First gear clutch C1 and reverse clutch CR are engaged, and engine power is input from clutch shaft S1 to clutch drive gear G1. Part of this power is transmitted hydraulically: clutch drive gear G1 → variable pump drive gear G3 → hydrostatic unit H1 → motor drive gear G4 → motor driven gear G5 → sun gear of second planetary gear P2. The other part of the power is transmitted mechanically: clutch drive gear G1 → first gear drive gear G6 → first gear driven gear G7 → sun gear of first planetary gear P1. These two power flows are combined in the Lavinia planetary gear and then output through the planetary carrier. Then, they are transmitted to planetary carrier output gear G10 → planetary carrier output driven gear G11 → reverse drive gear G13 → reverse idler gear G14 → reverse driven gear G15 → output shaft S5.

[0047] In this operating range, while the engine speed remains constant, the speed of the output shaft S5 is continuously increased by controlling the swing angle of the variable displacement pump in the hydrostatic unit H1 from the maximum positive value to the maximum negative value. The speed ratio is continuously adjustable.

[0048] Second gear reverse operation: Second gear clutch C2 and reverse clutch CR are engaged, and engine power is input from clutch shaft S1 to clutch drive gear G1. Part of this power is transmitted hydraulically: clutch drive gear G1 → variable pump drive gear G3 → hydrostatic unit H1 → motor drive gear G4 → motor driven gear G5 → sun gear of second planetary gear set P2. The other part of the power is transmitted mechanically: clutch drive gear G1 → second gear drive gear G8 → second gear driven gear G9 → ring gear of first planetary gear set P1. The two power flows are combined in the Lavinia planetary gear set and then output through the planetary carrier. Then, they are transmitted to planetary carrier output gear G10 → planetary carrier output driven gear G11 → reverse drive gear G13 → reverse idler gear G14 → reverse driven gear G15 → output shaft S5.

[0049] In this operating range, while the engine speed remains constant, the speed of the output shaft S5 is continuously increased by controlling the swing angle of the variable displacement pump in the hydrostatic unit H1 from the maximum negative to the maximum positive. The speed ratio is continuously adjustable.

[0050] Third gear reverse operation: Third gear clutch C3 and reverse clutch CR are engaged. Engine power is input from clutch shaft S1 to clutch drive gear G1. Part of this power is transmitted hydraulically: clutch drive gear G1 → variable pump drive gear G3 → hydrostatic unit H1 → motor drive gear G4 → motor driven gear G5 → sun gear of second planetary gear P2. The other part of the power is transmitted mechanically: clutch drive gear G1 → intermediate shaft driven gear G2 → sun gear of first planetary gear P1. These two power flows are combined in the Lavinia planetary gear and then output through the planetary carrier. Then, they are transmitted to planetary carrier output gear G10 → planetary carrier output driven gear G11 → reverse drive gear G13 → reverse idler gear G14 → reverse driven gear G15 → output shaft S5.

[0051] In this operating range, while the engine speed remains constant, the speed of the output shaft S5 is continuously increased by controlling the swing angle of the variable displacement pump in the hydrostatic unit H1 from the maximum positive value to the maximum negative value. The speed ratio is continuously adjustable.

[0052] The core of this invention is a transmission system that integrates a parallel shaft system, a planetary gear system, and a hydrostatic unit to achieve power splitting. This system enables uninterrupted power transmission and continuously adjustable speed ratios, and can also achieve power take-off output by controlling the engagement of the power take-off clutch.

[0053] When starting the vehicle, first select a suitable working area based on the actual working conditions.

[0054] When the transmission shifts up, when the swing angle of the variable pump of the hydrostatic unit H1 is at its negative maximum, the first gear clutch C1 is disengaged and the second gear clutch is engaged at the same time. The entire upshift process is completed with continuous speed ratio and uninterrupted power.

[0055] When the transmission downshifts, when the swing angle of the variable pump of the hydrostatic unit H1 is at its negative maximum, the second-gear clutch C2 is disengaged and the first-gear clutch C1 is engaged at the same time. The entire downshift process is completed with continuous speed ratio and uninterrupted power.

[0056] When the vehicle speed reaches a certain condition, the power reversal is completed by controlling the swing angle of the variable pump of the hydrostatic unit H1 to simultaneously switch the working states of the forward clutch CF and the reverse clutch CR.

[0057] The output state of the power take-off is controlled by controlling the working state of the power take-off clutch CP.

[0058] By jointly controlling the swing angle of the hydrostatic unit and the engine speed, the entire vehicle can be hovered on a slope.

[0059] It should be noted that the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or are inherent to these processes, methods, products or apparatus.

[0060] It should be noted that when a component is referred to as being "fixed to" another component, it may be directly on the other component or there may be a central component. When a component is referred to as being "connected to" another component, it may be directly connected to the other component or there may be a central component. When a component is referred to as being "disposed on" another component, it may be directly disposed on the other component or there may be a central component.

[0061] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one skilled in the art to which this invention pertains. The terms used in this specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0062] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any ordinary technician in this industry can smoothly implement the present invention as shown in the drawings and described above. However, any equivalent changes, modifications and evolutions made by technicians familiar with this profession without departing from the scope of the technical solution of the present invention using the technical content disclosed above are all equivalent embodiments of the present invention. At the same time, any equivalent changes, modifications and evolutions made to the above embodiments based on the essential technology of the present invention are still within the scope of protection of the technical solution of the present invention.

Claims

1. A power split continuously variable transmission system, characterized in that: include, Integrates parallel shaft gear system, first gear clutch (C1), second gear clutch (C2), third gear clutch (C3), forward clutch (CF), reverse clutch (CR), power take-off clutch (CP), planetary gear system and hydrostatic system; The integrated parallel shaft wheel system includes a first parallel shaft system, a third parallel shaft system and a fifth parallel shaft system; the hydrostatic system includes a hydrostatic unit (H1), the input end of the hydrostatic unit (H1) is connected to the first parallel shaft system; the output end of the hydrostatic unit (H1) is connected to the third parallel shaft system; the planetary wheel system is arranged on the third parallel shaft system, the input end of the planetary wheel system is connected to the first parallel shaft system; the output end of the planetary wheel system is transmitted to the fifth parallel shaft system through the fourth parallel shaft system; The first parallel shaft system includes a clutch shaft (S1) and a clutch drive gear (G1); the clutch drive gear (G1), the power take-off clutch (CP), the first gear clutch (C1) and the second gear clutch (C2) are all arranged on the clutch shaft (S1) and fixedly connected to the clutch shaft (S1); The third parallel shaft system includes a first intermediate shaft (S3) and an intermediate shaft driven gear (G2); the third gear clutch (C3) is fixedly connected to the first intermediate shaft (S3); the first intermediate shaft (S3) is connected to the planetary gear system; the intermediate shaft driven gear (G2) is loosely mounted on the first intermediate shaft (S3), and is engaged with the clutch drive gear (G1) and is spline-connected to the third gear clutch (C3); The fifth parallel shaft system includes an output shaft (S5), wherein the output shaft (S5) is fixedly connected to the forward clutch (CF) and the reverse clutch (CR); The clutch shaft (S1) is provided with a first-gear driving gear (G6) and a second-gear driving gear (G8). The second gear driving gear (G8) and the second gear clutch (C2) are connected by splines; The hydrostatic unit (H1) is fixedly connected to a motor drive gear (G4); The planetary gear system comprises a first planetary row (P1) and a second planetary row (P2), wherein the first planetary row (P1) and the second planetary row (P2) constitute a Ravinia planetary gear mechanism; The third parallel shaft system further includes a first gear driven gear (G7), a second gear driven gear (G9), a motor driven gear (G5) and a planetary carrier output gear (G10); The first intermediate shaft (S3) is arranged in parallel with the clutch shaft (S1) and is connected to the sun gear of the first planetary gear (P1) through a spline; the intermediate shaft driven gear (G2) is loosely sleeved on the first intermediate shaft (S3) and is engaged with the clutch drive gear (G1) and is connected to the third gear clutch (C3) through a spline; the third gear clutch (C3) is fixedly connected to the first intermediate shaft (S3); the first gear driven gear (G7) is fixedly connected to the first intermediate shaft (S3) and is connected to the first gear main gear (G1). The driven wheel (G6) is meshed, and the second-speed driven gear (G9) is loosely mounted on the first intermediate shaft (S3). The second-speed driven gear (G9) is meshed with the second-speed driving gear (G8) and is connected to the ring gear of the first planetary row (P1) through a spline. The motor driven gear (G5) is connected to the sun gear of the second planetary row (P2) through a spline and meshes with the motor drive gear (G4). The planetary carrier output gear (G10) is connected to the planetary carrier in the Ravina planetary gear mechanism through a spline.

2. A power split continuously variable transmission system according to claim 1, characterized in that: The integrated parallel shaft wheel system also includes a second parallel shaft system, which includes a variable pump drive gear (G3) and a motor drive gear (G4); the hydrostatic unit (H1) is fixedly connected to the variable pump drive gear (G3) and the motor drive gear (G4), respectively; the variable pump drive gear (G3) is meshed with the clutch drive gear (G1), and the motor drive gear (G4) is meshed with the motor driven gear (G5).

3. A power split continuously variable transmission system according to claim 2, characterized in that: A connecting shaft (S2) is provided between one end of the static hydraulic unit (H1) and the variable pump driving gear (G3), and a connecting shaft (S2) is provided between the other end of the static hydraulic unit (H1) and the motor driving gear (G4).

4. A power split continuously variable transmission system according to claim 3, characterized in that: The first parallel shaft system further includes a first-gear driving gear (G6), a second-gear driving gear (G8), a power take-off drive gear (G16) and a power take-off clutch (CP); the first-gear driving gear (G6) is loosely sleeved on the clutch shaft (S1) and is spline-connected to the first-gear clutch (C1); the second-gear driving gear (G8) is loosely sleeved on the clutch shaft (S1) and is spline-connected to the second-gear clutch (C2); the power take-off drive gear (G16) is loosely sleeved on the clutch shaft (S1) and is spline-connected to the power take-off clutch (CP); and the power take-off clutch (CP) is fixedly connected to the clutch shaft (S1).

5. The power split continuously variable transmission system according to claim 1, characterized in that: The integrated parallel shaft gear system further includes a fourth parallel shaft system, the fourth parallel shaft system including a fourth intermediate shaft (S4), a planetary carrier output driven gear (G11), a reverse gear driving gear (G13) and a reverse gear idler gear (G14); The fourth intermediate shaft (S4) is provided with a planetary carrier output driven gear (G11) and a reverse gear driving gear (G13); the planetary carrier output driven gear (G11) is meshed with the second gear driven gear (G9); and the reverse gear driving gear (G13) is meshed with the reverse gear idler gear (G14).

6. A power split continuously variable transmission system according to claim 5, characterized in that: The fifth parallel shaft system further includes a reverse driven gear (G15) and a forward driven gear (G12); The reverse gear driven gear (G15) is loosely sleeved on the output shaft (S5), and is engaged with the reverse gear idler gear (G14) and is connected to the reverse clutch (CR) through a spline; the loosely sleeve is loosely sleeved on the output shaft (S5), and is engaged with the planetary carrier output driven gear (G11) and is connected to the forward clutch (CF) through a spline.

7. The power split continuously variable transmission system according to claim 1, characterized in that: The integrated parallel shaft wheel system also includes a sixth parallel shaft system, which includes a power take-off output shaft (S6), a power take-off drive gear (G16) and a power take-off output passive gear (G17); the power take-off output shaft (S6) is fixedly connected to the power take-off output passive gear (G17), the power take-off output passive gear (G17) is meshed with the power take-off drive gear (G16), the power take-off clutch (CP) is spline-connected to the power take-off drive gear (G16), and the power take-off drive gear (G16) is loosely sleeved on the clutch shaft (S1).

8. The power split continuously variable transmission system according to claim 1, characterized in that: The clutch shaft (S1) is connected to the power source via a spline.

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