Gearbox powertrain, method of controlling the same and engineering machine

Abstract

The application relates to the technical field of engineering machinery, in particular to a gearbox power assembly, a control method thereof and engineering machinery, the gearbox power assembly comprising two symmetrically distributed sub-gearbox structures, the sub-gearbox structure comprising a motor, a planetary gear, a gear and a sliding sleeve, the two sub-gearbox structures being coupled at a first planet carrier and outputting power by an output shaft. When gear shifting is performed, the two sub-gearbox structures can be switched in sequence, so that when the motor in one of the sub-gearbox structures interrupts power during gear switching, the peak torque of the motor in the other sub-gearbox structure can compensate for the torque reduction of the motor in the sub-gearbox structure being shifted, so that continuous power output is ensured during the whole gear shifting process; and the structure of the sub-gearbox structure is novel and reasonable.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery technology, and in particular to a gearbox powertrain, its control method, and engineering machinery. Background Technology

[0002] In recent years, electric mining trucks have seen rapid development in mining operations. Their powertrains, consisting of batteries, motors, and low-speed gearboxes, offer unparalleled advantages such as energy efficiency, environmental friendliness, powerful performance, and ease of operation, replacing traditional powertrains composed of engines and multi-speed gearboxes. The drive motors in electric mining trucks can easily adjust speed within a range of 0–4000 rpm, far exceeding the engine's 800–2200 rpm range. This allows the number of gears in the gearbox to be reduced from 12 to 4–6, while also lowering the maximum gear ratio. The reduced input torque is compensated by the motor.

[0003] The mainstream transmissions currently used in electric mining trucks are driven by only one motor. Gear shifting is achieved via a sliding sleeve. During gear shifting, the motor switches to speed control mode with no power output. After the shift is complete, it switches back to torque control mode to output power. This mode inherently involves a power interruption during gear shifting. When a mining truck is shifting gears while heavily loaded and climbing a slope, this power interruption can lead to shift failure, and in severe cases, even cause the vehicle to roll back, resulting in a safety accident. Therefore, resolving the power interruption issue during gear shifting is a primary consideration in the design of electric mining truck powertrains, and it is also the most critical aspect for enhancing product competitiveness. Summary of the Invention

[0004] The purpose of this invention is to provide a transmission powertrain, its control method, and engineering machinery that can ensure continuous power output throughout the entire gear shifting process.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] A transmission powertrain includes two symmetrically distributed sub-transmission structures, each sub-transmission structure comprising:

[0007] The motor has a sun gear shaft connected to its output end;

[0008] The planetary gear set includes a first planetary gear set and a second planetary gear set. The first planetary gear set includes a first sun gear, a first planet gear, a first planet carrier, and a first ring gear. The second planetary gear set includes a second sun gear, a second planet gear, a second planet carrier, and a second ring gear. The first sun gear and the second sun gear are both fixedly mounted on the sun gear shaft. The first ring gear is fixedly connected to the second planet carrier.

[0009] The gears include a zero gear, a first gear, a second gear, and a third gear. The zero gear is fixedly mounted on the gearbox housing. The first gear is fixedly connected to the second planetary carrier. The second gear is fixedly connected to the second gear ring. The third gear is fixedly mounted on the sun gear shaft.

[0010] The sliding sleeve can control the engagement and disengagement of the zero gear and the first gear, the engagement and disengagement of the zero gear and the second gear, and the engagement and disengagement of the first gear and the third gear.

[0011] The two sub-gearbox structures form a power coupling at the first planetary carrier and output power through the output shaft.

[0012] As a preferred technical solution for the powertrain, one of the two sun gear shafts has a central hole through which the output shaft can pass to output power.

[0013] As a preferred technical solution for the transmission powertrain, the zero gear is a double-row gear, including two sub-zero gears, one of which is located on the same side as the second gear, and the other is located on the same side as the first gear and the third gear.

[0014] The sliding sleeve includes a first sliding sleeve and a second sliding sleeve. The first sliding sleeve can control the engagement and disengagement of one of the sub-zero gears with the second gear. The second sliding sleeve can control the engagement and disengagement of the other sub-zero gear with the first gear, as well as the engagement and disengagement of the first gear with the third gear.

[0015] A control method for a transmission powertrain, applied to the transmission powertrain described in any of the above embodiments, comprising:

[0016] When shifting gears, one of the sub-gear structures is kept in the current gear while the other sub-gear structure is switched to the target gear. Then, the sub-gear structure in the current gear is switched to the target gear, and the powertrain outputs power in the target gear.

[0017] As a preferred technical solution for the control method of the transmission powertrain,

[0018] When it is necessary to engage 1st gear, the second sliding sleeves in the two sub-gear structures are simultaneously controlled to engage the zero gear and the first gear, and the two sub-gear structures switch to 1st gear at the same time.

[0019] When shifting from 1st to 2nd gear, the motor of the first sub-gearbox structure is first switched to speed mode. Then, the second sliding sleeve in the first sub-gearbox structure is controlled to disengage the zero gear from the first gear and return to the neutral position of the first gear. Simultaneously, the speeds of the motors in both sub-gearbox structures are adjusted so that the speed of the second gear in the first sub-gearbox structure is the same as the speed of the zero gear. Next, the first sliding sleeve in the first sub-gearbox structure is controlled to engage the second gear with the zero gear, and the motor of the first sub-gearbox structure is controlled to return to torque mode. At this point, the first sub-gearbox structure has switched to 2nd gear, while the second sub-gearbox structure remains in 1st gear. Then, the same method as with the first sub-gearbox structure is used to control the second sub-gearbox structure to also switch to 2nd gear.

[0020] When shifting from 2nd to 3rd gear, the motor of the first sub-gearbox structure is first switched to speed mode. Then, the first sliding sleeve in the first sub-gearbox structure is controlled to disengage the zero gear from the second gear and return to the neutral position of the second gear. Simultaneously, the speeds of the motors in both sub-gearbox structures are adjusted so that the speed of the third gear in the first sub-gearbox structure is the same as the speed of the first gear. After that, the second sliding sleeve in the first sub-gearbox structure is controlled to engage the third gear with the first gear, and the motor of the first sub-gearbox structure is controlled to return to torque mode. At this time, the first sub-gearbox structure is switched to 3rd gear, while the second sub-gearbox structure remains in 2nd gear. Then, the second sub-gearbox structure is controlled to switch to 3rd gear using the same method as the first sub-gearbox structure.

[0021] As a preferred technical solution for the control method of the transmission powertrain, when the first sub-transmission structure switches to 2nd gear and the second sub-transmission structure remains in 1st gear, the transmission powertrain has a gear of 1.5; when the first sub-transmission structure switches to 3rd gear and the second sub-transmission structure remains in 2nd gear, the transmission powertrain has a gear of 2.5.

[0022] As a preferred technical solution for the control method of the powertrain, when the sub-gear structure is in 1st gear, the power of the motor is transmitted to the output shaft through the first sun gear, the first planet gear and the first planet carrier.

[0023] As a preferred technical solution for the control method of the powertrain, when the sub-gear structure is in 2nd gear, the power of the motor is transmitted to the output shaft through the second sun gear, the second planet gear, the first ring gear, the first planet gear and the first planet carrier.

[0024] As a preferred technical solution for the control method of the powertrain, when the sub-gear structure is in 3rd gear, the power of the motor is transmitted to the output shaft through the first sun gear, the first planet gear and the first planet carrier. At the same time, the power of the motor is also transmitted to the second planet carrier through the second sun gear, the second planet gear and the third gear and the first gear, and then transmitted to the output shaft through the second planet carrier, the first ring gear, the first planet gear and the first planet carrier.

[0025] An engineering machine includes a gearbox powertrain as described in any of the above embodiments or a control method using a gearbox powertrain as described in any of the above embodiments.

[0026] The beneficial effects of this invention are:

[0027] This invention provides a transmission powertrain comprising two symmetrically distributed sub-transmission structures. During gear shifting, the two sub-transmission structures can switch gears sequentially. When the motor in one sub-transmission structure experiences a power interruption during gear shifting, the peak torque of the motor in the other sub-transmission structure can compensate for the reduced torque in the shifting motor, thus ensuring continuous power output throughout the entire shifting process. Furthermore, the sub-transmission structures are novel in structure and rationally designed, and their output components are planetary carriers, resulting in a large transmission ratio suitable for medium to heavy-duty operating conditions. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the transmission powertrain provided in an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the transmission powertrain provided in an embodiment of the present invention in 1st gear.

[0030] Figure 3 This is a schematic diagram of the transmission powertrain provided in an embodiment of the present invention in 1.5 gear.

[0031] Figure 4 This is a schematic diagram of the transmission powertrain provided in an embodiment of the present invention in 2nd gear.

[0032] Figure 5 This is a schematic diagram of the transmission powertrain provided in an embodiment of the present invention in 2.5 gear.

[0033] Figure 6 This is a schematic diagram of the powertrain of the transmission provided in an embodiment of the present invention in 3rd gear.

[0034] In the picture:

[0035] 100. Sub-gearbox structure; 10. Motor; 11. Sun gear shaft; 21. First sun gear; 22. First planet gear; 23. First planet carrier; 24. First ring gear; 31. Second sun gear; 32. Second planet gear; 33. Second planet carrier; 34. Second ring gear; 41. Zero gear; 42. First gear; 43. Second gear; 44. Third gear; 51. First sliding sleeve; 52. Second sliding sleeve;

[0036] 200. Output shaft. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0038] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0039] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0040] In the description of this invention, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0041] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" 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. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0042] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0043] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0044] like Figure 1 As shown, this embodiment of the invention provides a transmission powertrain, including two symmetrically distributed sub-transmission structures 100. Each sub-transmission structure 100 includes a motor 10, a planetary gear set, gear shifting gears, and a sliding sleeve. The output end of the motor 10 is connected to a sun gear shaft 11. The planetary gear set includes a first planetary gear set and a second planetary gear set. The first planetary gear set includes a first sun gear 21, a first planet gear 22, a first planet carrier 23, and a first ring gear 24. The second planetary gear set includes a second sun gear 31, a second planet gear 32, a second planet carrier 33, and a second ring gear 34. Both the first sun gear 21 and the second sun gear 31 are fixed. The first gear ring 24 is fixedly connected to the second planetary carrier 33 and mounted on the sun gear shaft 11. The gear positions include a zero gear 41, a first gear 42, a second gear 43, and a third gear 44. The zero gear 41 is fixedly mounted on the gearbox housing. The first gear 42 is fixedly connected to the second planetary carrier 33. The second gear 43 is fixedly connected to the second gear ring 34. The third gear 44 is fixedly mounted on the sun gear shaft 11. The sliding sleeve can control the engagement and disengagement of the zero gear 41 and the first gear 42, the zero gear 41 and the second gear 43, and the first gear 42 and the third gear 44.

[0045] The two sub-gearbox structures 100 form a power coupling at the first planetary carrier 23, and power is output through the output shaft 200. Preferably, in this embodiment, one of the two sun gear shafts 11 has a central hole through which the output shaft 200 can pass to output power. The transmission ratio of power output from the first planetary carrier 23 is greater than the transmission ratio of power output from the first ring gear 24; therefore, this embodiment of the invention is more suitable for medium to heavy-duty operating conditions.

[0046] In this embodiment, the zero gear 41 is a double-row gear, including two sub-zero gears. One sub-zero gear is located on the same side as the second gear 43, and the other sub-zero gear is located on the same side as the first gear 42 and the third gear 44. The sliding sleeve includes a first sliding sleeve 51 and a second sliding sleeve 52. The first sliding sleeve 51 can control the engagement and disengagement of one sub-zero gear with the second gear 43, and the second sliding sleeve 52 can control the engagement and disengagement of the other sub-zero gear with the first gear 42, as well as the engagement and disengagement of the first gear 42 with the third gear 44.

[0047] This invention also provides a control method for a transmission powertrain. During gear shifting, one sub-transmission structure 100 is first controlled to maintain its current gear position, while the other sub-transmission structure 100 is simultaneously controlled to switch to the target gear. Then, the sub-transmission structure 100 in its current gear position is controlled to switch to the target gear, at which point the transmission powertrain outputs power at the target gear. The transmission powertrain control method provided in this embodiment causes the two sub-transmission structures 100 to switch gears sequentially during gear shifting. Therefore, when the motor 10 in one sub-transmission structure 100 experiences a power interruption during gear shifting, the peak torque of the motor 10 in the other sub-transmission structure 100 can compensate for the reduced torque of the motor 10 in the shifting sub-transmission structure 100, thus ensuring continuous power output throughout the entire gear shifting process.

[0048] Specifically, the control method for the transmission powertrain provided in this embodiment includes:

[0049] When you need to engage first gear:

[0050] Simultaneously, the second sliding sleeve 52 in both sub-gearbox structures 100 engages with the zero-gear 41 and the first-gear 42, causing both sub-gearbox structures 100 to shift to first gear simultaneously. At this time, the entire powertrain is also in first gear. The power from each motor 10 in both sub-gearbox structures 100 is transmitted to the first planetary carrier 23 via their respective first sun gear 21 and first planetary gear 22. The power from the two first planetary carriers 23 converges and is output from the output shaft 200. The power output paths of the two sub-gearbox structures 100 can be referenced... Figure 2 As shown by the thick solid line in the image.

[0051] When you need to shift from gear 1 to gear 2:

[0052] First, the motor 10 of the first sub-gearbox structure 100 is switched to speed mode (at this time, the motor 10 has no torque output, the motor 10 experiences power interruption, but the output speed of the motor 10 is controlled). Then, the second sliding sleeve 52 in the first sub-gearbox structure 100 is controlled to disengage the zero gear 41 from the first gear 42, and the second sliding sleeve 52 is returned to the neutral position of the first gear 42. Then, the speed of the motors 10 in both sub-gearbox structures 100 is adjusted simultaneously so that the speed of the second gear 43 in the first sub-gearbox structure 100 is the same as the speed of the zero gear 41. After that, the first sliding sleeve 51 in the first sub-gearbox structure 100 is controlled to engage the second gear 43 with the zero gear 41, and the motor 10 of the first sub-gearbox structure 100 is controlled to return to torque mode. At this time, the first sub-gearbox structure 100 is switched to 2nd gear, while the second sub-gearbox structure 100 remains in 1st gear. At this time, the entire transmission powertrain is in 1.5th gear. At this point, the power of the motor 10 in the first sub-gearbox structure 100 is transmitted to the first planetary carrier 23 via its corresponding second sun gear 31, second planetary gear 32, first ring gear 24, and first planetary gear 22; the power of the motor 10 in the second sub-gearbox structure 100 is also transmitted to the first planetary carrier 23 via its corresponding first sun gear 21 and first planetary gear 22. After the power of the two first planetary carriers 23 merges, it is output from the output shaft 200. The power output paths of the two sub-gearbox structures 100 can be referenced. Figure 3 As shown by the thick solid line in the image.

[0053] Then, the motor 10 of the second sub-gearbox structure 100 is switched to speed mode. The second sliding sleeve 52 in the second sub-gearbox structure 100 is then controlled to disengage the zero gear 41 from the first gear 42 and return the second sliding sleeve 52 to the neutral position of the first gear 42. Then, the speeds of the motors 10 in both sub-gearbox structures 100 are adjusted simultaneously so that the speed of the second gear 43 in the second sub-gearbox structure 100 is the same as the speed of the zero gear 41. After that, the first sliding sleeve 51 in the second sub-gearbox structure 100 is controlled to engage the second gear 43 with the zero gear 41, and the motor 10 of the second sub-gearbox structure 100 is controlled to return to torque mode. At this time, the second sub-gearbox structure 100 is also switched to the second gear state, and the entire transmission powertrain is in the second gear state. At this time, the power of each motor 10 in the two sub-gear structures 100 is transmitted to the first planetary carrier 23 via their respective second sun gear 31, second planetary gear 32, first ring gear 24, and first planetary gear 22. After the power of the two first planetary carriers 23 is combined, it is output from the output shaft 200. The power output path of the two sub-gear structures 100 can be referred to Figure 4 As shown by the thick solid line in the image.

[0054] When you need to shift from 2nd gear to 3rd gear:

[0055] First, the motor 10 of the first sub-gearbox structure 100 is switched to speed mode. Then, the first sliding sleeve 51 in the first sub-gearbox structure 100 is controlled to disengage the zero gear 41 from the second gear 43 and return the first sliding sleeve 51 to the neutral position of the second gear 43. Then, the speed of the motors 10 in both sub-gearbox structures 100 is adjusted simultaneously so that the speed of the third gear 44 in the first sub-gearbox structure 100 is the same as the speed of the first gear 42. After that, the second sliding sleeve 52 in the first sub-gearbox structure 100 is controlled to engage the third gear 44 with the first gear 42 and the motor 10 of the first sub-gearbox structure 100 is controlled to return to torque mode. At this time, the first sub-gearbox structure 100 is switched to the 3rd gear state, while the second sub-gearbox structure 100 remains in the 2nd gear state. At this time, the entire powertrain is in the 2.5th gear state. At this point, the power of the motor 10 in the first sub-gear structure 100 is transmitted to the first planetary carrier 23 via its corresponding first sun gear 21 and first planetary gear 22. Simultaneously, the power is also transmitted to the second planetary carrier 33 via the second sun gear 31, the second planetary gear 32, the third gear 44, and the first gear 42, and then transmitted to the second planetary carrier 23 via the second planetary carrier 33, the first ring gear 24, and the first planetary gear 22. Similarly, the power of the motor 10 in the second sub-gear structure 100 is transmitted to the first planetary carrier 23 via its corresponding second sun gear 31, second planetary gear 32, first ring gear 24, and first planetary gear 22. The power from the two first planetary carriers 23 is then transmitted via the output shaft 200. The power output paths of the two sub-gear structures 100 can be referenced. Figure 5 As shown by the thick solid line in the image.

[0056] Then, the motor 10 of the second sub-gearbox structure 100 is switched to speed mode. The first sliding sleeve 51 in the second sub-gearbox structure 100 is then controlled to disengage the zero gear 41 from the second gear 43 and return the first sliding sleeve 51 to the neutral position of the second gear 43. Simultaneously, the speeds of the motors 10 in both sub-gearbox structures 100 are adjusted so that the speed of the third gear 44 in the second sub-gearbox structure 100 is the same as the speed of the first gear 42. Then, the second sliding sleeve 52 in the second sub-gearbox structure 100 is controlled to engage the third gear 44 with the first gear 42, and the motor 10 of the second sub-gearbox structure 100 is controlled to return to torque mode. At this time, the second sub-gearbox structure 100 is also switched to the third gear state, and the entire powertrain is in the third gear state. At this point, the power of each motor 10 in the two gearbox structures is transmitted to the first planetary carrier 23 via its respective first sun gear 21 and first planetary gear 22. Simultaneously, the power is also transmitted to the second planetary carrier 33 via the second sun gear 31, the second planetary gear 32, the third gear 44, and the first gear 42. The power is then transmitted back to the first planetary carrier 23 via the second planetary carrier 33, the first ring gear 24, and the first planetary gear 22. After the power from the two first planetary carriers 23 is combined, it is output from the output shaft 200. The power output paths of the two sub-gearbox structures 100 can be referenced. Figure 6 As shown by the thick solid line in the image.

[0057] This invention also provides a type of construction machinery, including the gearbox powertrain described above or a control method using the gearbox powertrain described above. In this embodiment, the construction machinery is preferably an electric mining truck, but it is not limited thereto.

[0058] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A transmission powertrain, characterized in that, The system includes two symmetrically distributed sub-gearbox structures (100), each sub-gearbox structure (100) comprising: The motor (10) has a sun gear shaft (11) connected to its output end; The planetary gear set includes a first planetary gear set and a second planetary gear set. The first planetary gear set includes a first sun gear (21), a first planet gear (22), a first planet carrier (23), and a first gear ring (24). The second planetary gear set includes a second sun gear (31), a second planet gear (32), a second planet carrier (33), and a second gear ring (34). The first sun gear (21) and the second sun gear (31) are both fixedly mounted on the sun gear shaft (11). The first gear ring (24) is fixedly connected to the second planet carrier (33). The gears include a zero gear (41), a first gear (42), a second gear (43), and a third gear (44). The zero gear (41) is fixedly mounted on the gearbox housing. The first gear (42) is fixedly connected to the second planetary carrier (33). The second gear (43) is fixedly connected to the second gear ring (34). The third gear (44) is fixedly mounted on the sun gear shaft (11). The sliding sleeve can control the engagement and disengagement of the zero gear (41) and the first gear (42), the engagement and disengagement of the zero gear (41) and the second gear (43), and the engagement and disengagement of the first gear (42) and the third gear (44); The two sub-gearbox structures (100) form a power coupling at the first planetary carrier (23) and output power through the output shaft (200); the output shaft (200) is drivenly connected to the first planetary carrier (23) of both sub-gearbox structures (100) to receive and merge the power output by the two sub-gearbox structures (100).

2. The gearbox powertrain according to claim 1, characterized in that, One of the two sun gear shafts (11) has a central hole through which the output shaft (200) can pass to output power.

3. The gearbox powertrain according to claim 1, characterized in that, The zero gear (41) is a double-row gear, including two sub-zero gears. One of the sub-zero gears is located on the same side as the second gear (43), and the other sub-zero gear is located on the same side as the first gear (42) and the third gear (44). The sliding sleeve includes a first sliding sleeve (51) and a second sliding sleeve (52). The first sliding sleeve (51) can control the engagement and disengagement of one of the sub-zero gears with the second gear (43). The second sliding sleeve (52) can control the engagement and disengagement of the other sub-zero gear with the first gear (42), as well as the engagement and disengagement of the first gear (42) with the third gear (44).

4. A control method for a transmission powertrain, characterized in that, Applied to the transmission powertrain according to any one of claims 1-3, comprising: When shifting gears, first control one of the sub-gearbox structures (100) to maintain the current gear, while controlling the other sub-gearbox structure (100) to switch to the target gear. Then control the sub-gearbox structure (100) in the current gear to switch to the target gear. At this time, the gearbox powertrain outputs power in the target gear.

5. The control method for the gearbox powertrain according to claim 4, characterized in that, When it is necessary to engage 1st gear, the second sliding sleeve (52) in the two sub-gear structures (100) is simultaneously controlled to engage the zero gear (41) and the first gear (42), and the two sub-gear structures (100) switch to 1st gear at the same time. When shifting from 1st gear to 2nd gear, firstly, the motor (10) of the first sub-gearbox structure (100) is switched to speed mode. Then, the second sliding sleeve (52) in the first sub-gearbox structure (100) is controlled to disconnect the zero gear (41) from the first gear (42), and the second sliding sleeve (52) is returned to the neutral position of the first gear (42). Then, the speeds of the motors (10) in both sub-gearbox structures (100) are adjusted simultaneously, so that the speed of the second gear (43) in the first sub-gearbox structure (100) is the same as that of the zero gear (41). The rotation speeds are the same. Then, the first sliding sleeve (51) in the first sub-gear structure (100) is controlled to engage the second gear (43) with the zero gear (41), and the motor (10) of the first sub-gear structure (100) is controlled to return to the torque mode. At this time, the first sub-gear structure (100) switches to the 2nd gear state, while the second sub-gear structure (100) remains in the 1st gear state. Then, the second sub-gear structure (100) is controlled to switch to the 2nd gear state in the same way as the first sub-gear structure (100). When shifting from 2nd gear to 3rd gear, firstly, the motor (10) of the first sub-gearbox structure (100) is switched to speed mode. Then, the first sliding sleeve (51) in the first sub-gearbox structure (100) is controlled to disconnect the zero gear (41) from the second gear (43) and return the first sliding sleeve (51) to the neutral position of the second gear (43). Then, the speeds of the motors (10) in both sub-gearbox structures (100) are adjusted simultaneously so that the speed of the third gear (44) in the first sub-gearbox structure (100) is the same as that of the first gear (42). The rotation speeds are the same. Then, the second sliding sleeve (52) in the first sub-gear structure (100) is controlled to engage the third gear (44) with the first gear (42), and the motor (10) of the first sub-gear structure (100) is controlled to return to the torque mode. At this time, the first sub-gear structure (100) switches to the 3rd gear state, while the second sub-gear structure (100) remains in the 2nd gear state. Then, the second sub-gear structure (100) is controlled to switch to the 3rd gear state in the same way as the first sub-gear structure (100).

6. The control method for the gearbox powertrain according to claim 5, characterized in that, When the first sub-gearbox structure (100) shifts to 2nd gear and the second sub-gearbox structure (100) remains in 1st gear, the gear of the transmission powertrain is 1.5th gear; when the first sub-gearbox structure (100) shifts to 3rd gear and the second sub-gearbox structure (100) remains in 2nd gear, the gear of the transmission powertrain is 2.5th gear.

7. The control method for the gearbox powertrain according to claim 5, characterized in that, When the sub-gearbox structure (100) is in 1st gear, the power of the motor (10) is transmitted to the output shaft (200) via the first sun gear (21), the first planet gear (22) and the first planet carrier (23).

8. The control method for the gearbox powertrain according to claim 5, characterized in that, When the sub-gearbox structure (100) is in 2nd gear, the power of the motor (10) is transmitted to the output shaft (200) via the second sun gear (31), the second planetary gear (32), the first ring gear (24), the first planetary gear (22) and the first planetary carrier (23).

9. The control method for the gearbox powertrain according to claim 5, characterized in that, When the sub-gearbox structure (100) is in the 3rd gear state, the power of the motor (10) is transmitted to the output shaft (200) via the first sun gear (21), the first planet gear (22) and the first planet carrier (23). At the same time, the power of the motor (10) is also transmitted to the second planet carrier (33) via the second sun gear (31) and the second planet gear (32), as well as via the third gear (44) and the first gear (42), and then transmitted to the output shaft (200) via the second planet carrier (33), the first gear ring (24), the first planet gear (22) and the first planet carrier (23).

10. An engineering machinery, characterized in that, Includes the transmission powertrain according to any one of claims 1-3 or the control method of the transmission powertrain according to any one of claims 4-9.

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