Multi-gear power split hybrid power transmission system and vehicle

Abstract

The invention relates to a multi-gear power split hybrid power transmission system and a vehicle, and the multi-gear power split hybrid power transmission system comprises an electronic continuously variable transmission which comprises a planetary gear mechanism composed of a sun gear, a planet carrier and a gear ring, an engine in transmission connection with the planet carrier, a first motor in transmission connection with the sun gear, and a gear ring connecting shaft connected with the gear ring; the dual-power coupling mechanism comprises a first intermediate transmission shaft, a second intermediate transmission shaft and an output shaft which are parallel to one another and are arranged at intervals, and a second motor in transmission connection with the second intermediate transmission shaft; the first gear shifting mechanism is connected between the first intermediate transmission shaft and the gear ring connecting shaft; and the second gear shifting mechanism is connected between the second intermediate transmission shaft and the output shaft. The first intermediate transmission shaft can be subjected to speed regulation synchronous control, gear shifting synchronization and gear entering control of the first intermediate transmission shaft can be rapidly achieved, smooth gear shifting without power interruption of an engine can be achieved, the driving efficiency is improved, and the driving comfort of the loader is kept.

Description

Technical Field

[0001] The present application relates to the technical field of power split hybrid drive systems for loaders, and particularly relates to a multi-speed power split hybrid drive system and a vehicle. Background Art

[0002] Currently, the four-speed AT transmission of loaders based on the structure of traditional torque converters uses a multi-disc clutch shifting mechanism, which has a complex structure, high cost, and is also prone to overheating and sintering damage. The external shifting mechanism of traditional loader transmissions uses a hydraulic shifting control valve, with a complex shifting mechanism, prone to hydraulic leakage and other sealing problems, high requirements for materials and processes, and also increasing the difficulty of assembly and maintenance of the power transmission system, resulting in increased manufacturing and maintenance costs of the transmission system. Summary of the Invention

[0003] Embodiments of the present application provide a multi-speed power split hybrid drive system and a vehicle to solve the problems in the related art that the four-speed AT transmission of loaders uses a multi-disc clutch shifting mechanism, with a complex structure and high cost.

[0004] In a first aspect of the embodiments of the present application, a multi-speed power split hybrid drive system is provided, including:

[0005] An electronic continuously variable transmission, which includes a planetary gear mechanism composed of a sun gear, a planet carrier, and a ring gear, an engine drivingly connected to the planet carrier, a first motor drivingly connected to the sun gear, and a ring gear connecting shaft connected to the ring gear;

[0006] A dual power coupling mechanism, which includes a first intermediate transmission shaft, a second intermediate transmission shaft, and an output shaft that are parallel and spaced apart from each other, and a second motor drivingly connected to the second intermediate transmission shaft;

[0007] A first gear shifting mechanism connected between the first intermediate transmission shaft and the ring gear connecting shaft, and a second gear shifting mechanism connected between the second intermediate transmission shaft and the output shaft.

[0008] In some embodiments: The engine is directly connected to the planet carrier through a first input shaft, the first motor is connected to the sun gear through a second input shaft, and the second input shaft is sleeved on the outer circumference of the first input shaft;

[0009] The first motor and the second input shaft are coaxially connected to each other, or the first motor is offset-connected to the second input shaft through a first offset gear coupling mechanism, and the first offset gear coupling mechanism includes a first active offset gear connected to the first motor;

[0010] A first driven offset gear connected to the second input shaft, the diameter of the first driving offset gear being smaller than that of the first driven offset gear and being meshed and connected to each other.

[0011] In some embodiments: The second motor is offset-connected to the second intermediate transmission shaft through a second offset gear coupling mechanism, and the second offset gear coupling mechanism includes a third input shaft connected to the second motor, and a second driving offset gear and a second driven offset gear that are connected between the third input shaft and the second intermediate transmission shaft and are meshed with each other.

[0012] In some embodiments: The ring gear connecting shaft is offset-connected to the first intermediate transmission shaft through a third offset gear coupling mechanism, and the third offset gear coupling mechanism includes a ring gear driving offset gear and a ring gear driven offset gear that are connected between the ring gear connecting shaft and the first intermediate transmission shaft and are meshed with each other.

[0013] In some embodiments: A first reverse gear mechanism is further provided between the ring gear connecting shaft and the first intermediate transmission shaft, and the first reverse gear mechanism includes a reverse driving offset gear fixedly connected to the ring gear connecting shaft, and a reverse driven offset gear sleeved on the first intermediate transmission shaft;

[0014] A first reverse idler gear meshed between the reverse driving offset gear and the reverse driven offset gear, and a fourth shifting mechanism is provided on the first intermediate transmission shaft between the ring gear driven offset gear and the reverse driven offset gear.

[0015] In some embodiments: The first gear shifting mechanism includes a first intermediate driving gear and a second intermediate driving gear sleeved on the first intermediate transmission shaft, and a first driven output gear and a second driven output gear fixed on the output shaft;

[0016] The first intermediate driving gear is meshed and connected to the first driven output gear, the second intermediate driving gear is meshed and connected to the second driven output gear, and a second shifting mechanism for combining or separating the first intermediate driving gear and the second intermediate driving gear is fixedly provided on the first intermediate transmission shaft.

[0017] In some embodiments: The second gear shifting mechanism includes a third intermediate driving gear and a fourth intermediate driving gear sleeved on the second intermediate transmission shaft, and the first driven output gear and the second driven output gear fixed on the output shaft;

[0018] The third intermediate drive gear is meshed and connected with the first driven output gear, the fourth intermediate drive gear is meshed and connected with the second driven output gear, and a third shifting mechanism for engaging or disengaging the third intermediate drive gear and the fourth intermediate drive gear is fixedly provided on the second intermediate transmission shaft.

[0019] In some embodiments: A shifting sharing mechanism is provided between the first intermediate transmission shaft and the second intermediate transmission shaft. The shifting sharing mechanism includes a fifth intermediate drive gear connected to the first intermediate transmission shaft and a sixth intermediate drive gear connected to the second intermediate transmission shaft;

[0020] A third driven output gear connected to the output shaft, and a first shifting mechanism for engaging or disengaging the first intermediate transmission shaft and the fifth intermediate drive gear, or the first shifting mechanism for engaging or disengaging the second intermediate transmission shaft and the sixth intermediate drive gear.

[0021] In some embodiments: The fifth intermediate drive gear is sleeved on the first intermediate transmission shaft, the third driven output gear is sleeved on the output shaft, and the sixth intermediate drive gear is fixed on the second intermediate transmission shaft;

[0022] Both the fifth intermediate drive gear and the sixth intermediate drive gear are meshed and connected with the third driven output gear, and the first shifting mechanism is fixed on the first intermediate transmission shaft and located between the fifth intermediate drive gear and the transmission housing;

[0023] The first shifting mechanism is used for engaging or disengaging the fifth intermediate drive gear and the first intermediate transmission shaft, and for engaging or disengaging the first intermediate transmission shaft and the transmission housing.

[0024] In some embodiments: The fifth intermediate drive gear is fixed on the first intermediate transmission shaft, the third driven output gear is sleeved on the output shaft, and the sixth intermediate drive gear is sleeved on the second intermediate transmission shaft;

[0025] Both the fifth intermediate drive gear and the sixth intermediate drive gear are meshed and connected with the third driven output gear, and the first shifting mechanism is fixedly connected with the sixth intermediate drive gear and sleeved on the second intermediate transmission shaft;

[0026] The first shifting mechanism is used for engaging or disengaging the sixth intermediate drive gear and the second intermediate transmission shaft, and for engaging or disengaging the sixth intermediate drive gear and the transmission housing.

[0027] In some embodiments, a first shifting mechanism for engaging or disengaging the first intermediate transmission shaft and the transmission housing is provided on the first intermediate transmission shaft.

[0028] In some embodiments, a second reverse gear mechanism is further provided between the first intermediate transmission shaft and the output shaft. The second reverse gear mechanism includes a fifth intermediate driving gear sleeved on the first intermediate transmission shaft, a third driven output gear fixed on the output shaft, and a second reverse idler gear meshing between the fifth intermediate driving gear and the third driven output gear.

[0029] In some embodiments, a plurality of speed sensors for monitoring the engine speed, the first motor speed, the second motor speed, and the output shaft speed are further included. The plurality of speed sensors are all connected to a transmission controller, and the first motor and the second motor are both connected to the transmission controller;

[0030] The transmission controller receives signals of the engine speed, the first motor speed, the second motor speed, and the output shaft speed, and controls the speeds of the first motor and the second motor according to the current shifting signal so as to control the shifting speed difference within a set threshold range.

[0031] In a second aspect of the embodiments of the present application, a vehicle is provided, and the vehicle includes the multi-speed power split hybrid transmission system according to any one of the above embodiments.

[0032] The beneficial effects brought by the technical solution provided by the present application include:

[0033] The embodiments of the present application provide a multi-speed power split hybrid transmission system and a vehicle. Since the multi-speed power split hybrid transmission system of the present application is provided with an electronic continuously variable transmission, which includes a planetary gear mechanism composed of a sun gear, a planet carrier, and a ring gear, an engine drivingly connected to the planet carrier, a first motor drivingly connected to the sun gear, and a ring gear connecting shaft connected to the ring gear; a dual power coupling mechanism, which includes a first intermediate transmission shaft, a second intermediate transmission shaft, and an output shaft that are parallel and spaced apart from each other, and a second motor drivingly connected to the second intermediate transmission shaft; a first gear shifting mechanism connected between the first intermediate transmission shaft and the ring gear connecting shaft, and a second gear shifting mechanism connected between the second intermediate transmission shaft and the output shaft.

[0034] Therefore, the mechanical split power after the engine input power of the multi-gear power split hybrid transmission system of the present application is split by the first motor is linked with the second motor through the first gear shifting mechanism. The first gear shifting mechanism and the second gear shifting mechanism provide two independent transmission paths, and the final linked power is output through the output shaft. Under the control of the first gear shifting mechanism and the second gear shifting mechanism, during gear shifting of the engine, the second motor can provide power compensation, and similarly, the mechanical split power of the engine provides power compensation for the gear shifting of the second motor, so as to maintain smooth shift control without power interruption, and improve driving comfort and safety.

[0035] In addition, the multi-gear power split hybrid transmission system of the present application realizes electronic control power split of the engine power input, and uses the first motor to achieve torque output superposition to replace the loader AT transmission based on the traditional hydraulic torque converter structure. The first motor can perform speed regulation and synchronization control on the first intermediate transmission shaft through the planetary gear mechanism, and can quickly realize the shift synchronization and upshift control of the first intermediate transmission shaft, thereby canceling the complex and inefficient hydraulic torque converter and multi-plate clutch shift mechanism of the traditional AT transmission. The present application adopts a simple and efficient parallel shaft AMT shaft gear coupling mechanism, which can efficiently realize various driving modes such as pure electric, power split series-parallel hybrid, and engine direct drive, can greatly improve the fuel economy of the engine, and can realize smooth shifting of the engine without power interruption, improve driving efficiency and maintain the driving comfort of the loader. Brief Description of the Drawings

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0037] Figure 1 It is a schematic structural diagram of the multi-gear power split hybrid transmission system according to the first embodiment of the present application;

[0038] Figure 2 It is a schematic structural diagram of the multi-gear power split hybrid transmission system according to the second embodiment of the present application;

[0039] Figure 3 It is a schematic structural diagram of the multi-gear power split hybrid transmission system according to the third embodiment of the present application;

[0040] Figure 4 It is a schematic structural diagram of the multi-gear power split hybrid transmission system according to the fourth embodiment of the present application;

[0041] Figure 5Schematic diagram of the multi-speed power split hybrid transmission system according to the fifth embodiment of the present application;

[0042] Figure 6 Schematic diagram of the multi-speed power split hybrid transmission system according to the sixth embodiment of the present application;

[0043] Figure 7 Schematic diagram of the multi-speed power split hybrid transmission system according to the seventh embodiment of the present application;

[0044] Figure 8 Schematic diagram of the multi-speed power split hybrid transmission system according to the eighth embodiment of the present application;

[0045] Figure 9 Schematic diagram of the multi-speed power split hybrid transmission system according to the ninth embodiment of the present application;

[0046] Figure 10 Schematic diagram of the multi-speed power split hybrid transmission system according to the tenth embodiment of the present application.

[0047] Reference numerals:

[0048] 1, engine; 2, first motor; 3, second motor; 4, planetary gear mechanism; 4S, sun gear; 4C, planet carrier; 4R, ring gear; 5, first shifting mechanism; 6, second shifting mechanism; 7, third shifting mechanism; 8, fourth shifting mechanism; 10, first input shaft; 20, second input shaft;

[0049] 21, first active offset gear; 22, first driven offset gear; 30, third input shaft; 31, second active offset gear; 32, second driven offset gear; 40, ring gear connecting shaft; 41, ring gear active offset gear; 42, ring gear driven offset gear; 43, reverse active offset gear; 44, reverse driven offset gear; 43R, first reverse idler gear; 50, first intermediate transmission shaft; 51, first intermediate active gear; 52, second intermediate active gear; 53, fifth intermediate active gear; 54, second reverse idler gear;

[0050] 60, second intermediate transmission shaft; 61, third intermediate active gear; 62, fourth intermediate active gear; 63, sixth intermediate active gear; 70, output shaft; 71, first driven output gear; 72, second driven output gear; 73, third driven output gear; 100, first gear shifting mechanism; 200, second gear shifting mechanism. Detailed implementation manners

[0051] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the accompanying drawings in the embodiments of this application. Apparently, the described embodiments are some, but not all, of the embodiments of this application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the scope of protection of this application.

[0052] The embodiments of this application provide a multi-speed power-split hybrid transmission system and a vehicle, which can solve the problems of complex structure and high cost of the multi-plate clutch shifting mechanism used in the four-speed AT transmission of loaders in the related art.

[0053] See Figures 1 to 10 As shown, in the first aspect, the embodiments of this application provide a multi-speed power-split hybrid transmission system, including:

[0054] An electronic continuously variable transmission, which includes a planetary gear mechanism 4 composed of a sun gear 4S, a planet carrier 4C, and a ring gear 4R. There are multiple planetary gears meshing between the sun gear 4S and the ring gear 4R and rotatably connected to the planet carrier 4C. And an engine 1 drivingly connected to the planet carrier 4C, a first motor 2 drivingly connected to the sun gear 4S, and a ring gear connecting shaft 40 connected to the ring gear 4R.

[0055] The engine 1 and the first motor 2 can be selectively power-split linked or series-linked by using the planetary gear mechanism 4. The ring gear connecting shaft 40 is connected to the output end of the ring gear 4R. When the ring gear 4R is not locked and fixed, the first motor 2 can perform split control on 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 mechanical split power is transmitted through the mechanical transmission path of the ring gear connecting shaft 40.

[0056] The first motor 2 can be used as a speed-regulating motor and a generator. According to the driving requirements of the vehicle, it adjusts its own speed, thereby changing the speed of the sun gear 4S, and further controlling the speed of the planet carrier 4C to achieve stepless speed change of the engine 1. During the operation of the engine 1, the first motor 2 can also lock and fix the ring gear connecting shaft 40 as needed, so as to allow the engine 1 to drive the first motor 2 to generate electricity by using the series linkage of the planetary gear mechanism 4, and the first motor 2 charges the battery to supplement electrical energy.

[0057] Dual-power coupling mechanism. The dual-power coupling mechanism includes a first intermediate transmission shaft 50, a second intermediate transmission shaft 60, and an output shaft 70 that are parallel to each other and spaced apart. The first intermediate transmission shaft 50 is drivingly connected to a ring gear connecting shaft 40, and the second intermediate transmission shaft 60 is drivingly connected to a second motor 3. A first gear shifting mechanism 100 is connected between the first intermediate transmission shaft 50 and the output shaft 70, and a second gear shifting mechanism 200 is connected between the second intermediate transmission shaft 60 and the output shaft 70.

[0058] The first intermediate transmission shaft 50 can be selectively linked with the first gear shifting mechanism 100, so as to selectively achieve the transmission of multiple transmission gears of the power input of the first intermediate transmission shaft 50, that is, finally, the mechanical split power of the engine 1 can be selectively transmitted to the output shaft 70 according to multiple gears.

[0059] In addition, the second motor 3 is drivingly connected to the second intermediate transmission shaft 60, and the second intermediate transmission shaft 60 can be selectively linked with the second gear shifting mechanism 200, so as to selectively achieve the transmission of the power input of the second motor 3 to the output shaft 70 according to independent multiple transmission gears. When the vehicle decelerates or brakes, the second motor 3 works as a generator, converts the kinetic energy of the vehicle into electrical energy, and stores it in the battery to achieve energy recovery, further improving the energy utilization rate. During the vehicle driving process, the engine 1, the first motor 2, and the second motor 3 can work together according to different working conditions.

[0060] For example, when the vehicle starts, the engine 1 does not work. At this time, the second motor 3 acts as a driving motor, drives the wheels to rotate through the second intermediate transmission shaft 60 and the second gear shifting mechanism 200, and the vehicle realizes pure electric driving. This not only ensures the quietness and high efficiency of the vehicle at low speeds but also avoids the engine 1 working in the low-efficiency interval. When the vehicle is driving at a 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 electrical energy of the battery, realizing zero emissions and low energy consumption.

[0061] When the vehicle is driving at medium to high speeds or requires greater power, the engine 1 starts to work and transmits power to the planet carrier 4C. At this time, the first motor 2 can act as a generator, adjust its own speed according to the driving requirements of the vehicle, thereby changing the speed of the sun gear 4S, and then controlling the speed of the planet carrier 4C to achieve stepless speed change of the engine 1. The first motor 2 can also charge the battery as needed to supplement electrical energy. In this process, the engine 1 and the second motor 3 jointly provide power for the vehicle, realizing hybrid driving and improving the power performance and fuel economy.

[0062] Since the mechanical split power of the engine 1 and the power transmission path of the second motor 3 are independent of each other, during the gear shifting process of the engine 1 through the first gear shifting mechanism 100, the second motor 3 can maintain power drive through the second intermediate transmission shaft 60 and the second gear shifting mechanism 200 in gear linkage, so as to achieve gear shifting of the engine 1 without power interruption; conversely, during the gear shifting control process when the second motor 3 is out of gear through the second intermediate transmission shaft 60, the engine 1 maintains drive in gear through the first gear shifting mechanism 100, so as to achieve gear shifting control of the second motor 3 without power interruption.

[0063] The input power of the engine 1 of the multi-gear power split hybrid transmission system in the embodiment of the present application is split by the first motor 2, and the mechanical split power is linked with the second motor 3 through the first gear shifting mechanism 100. The first gear shifting mechanism 100 and the second gear shifting mechanism 200 provide two independent transmission paths, and finally the linked power is output through the output shaft 70. Under the control of the first gear shifting mechanism 100 and the second gear shifting mechanism 200, during the gear shifting of the engine 1, the second motor 3 can provide power compensation. Similarly, the mechanical split power of the engine 1 provides power compensation for the gear shifting of the second motor 3, so as to maintain the alternate smooth gear shifting control without power interruption, and improve driving comfort and safety.

[0064] In addition, in the present application, the power input of the engine 1 is electronically controlled for power split, and the second motor 3 is used to realize torque output superposition to replace the loader AT transmission based on the traditional hydraulic torque converter structure. The first motor 2 can perform speed regulation and synchronization control on the first intermediate transmission shaft 50 through the planetary gear mechanism 4, and can quickly realize gear shifting synchronization and gear engagement control of the first intermediate transmission shaft 50, thereby canceling the complex and inefficient hydraulic torque converter and multi-plate clutch gear shifting mechanism of the traditional AT transmission.

[0065] The present application adopts a simple and efficient parallel shaft AMT shaft gear coupling mechanism composed of a double power coupling mechanism, which can efficiently realize various driving modes such as pure electric, power split series-parallel hybrid and engine direct drive, can greatly improve the fuel economy of the engine, and can realize smooth gear shifting of the engine without power interruption, improve driving efficiency and maintain the driving comfort of the loader.

[0066] In some alternative embodiments, as shown in Figures 1 to 10 In the figure, the embodiment of the present application provides a multi-gear power split hybrid transmission system. The engine 1 of the multi-gear power split hybrid transmission system is directly connected to the planet carrier 4C through the first input shaft 10, and the clutch is cancelled between the engine 1 and the planetary gear mechanism 4. The first motor 2 is connected to the sun gear 4S through the second input shaft 20, and the second input shaft 20 is sleeved on the outer circumference of the first input shaft 10.

[0067] The first input shaft 10, the second input shaft 20, the planetary gear mechanism 4, and the ring gear connecting shaft 40 are arranged along the same axial direction. Both ends of the first input shaft 10 are respectively connected to the engine 1 and the planet carrier 4C. The second input shaft 20 is connected to the sun gear 4S and is sleeved on the first input shaft 10 as a hollow shaft. The first motor 2 is linked with the sun gear 4S through the second input shaft 20 and shunts and links the input power of the engine 1. The mechanical linked power is transmitted through the mechanical transmission path of the ring gear connecting shaft 40 connected to the ring gear 4R.

[0068] In some alternative embodiments, referring to Figure 1 , Figure 3 , Figure 5 , Figure 7 , Figure 9 As shown in

[0069] In the embodiment of the present application, the first motor 2 is offset-connected to the second input shaft 20 through a first offset gear coupling mechanism. The first offset gear coupling mechanism includes a first active offset gear 21 connected to the first motor 2 and a first driven offset gear 22 connected to the second input shaft 20. The diameter of the first active offset gear 21 is smaller than that of the first driven offset gear 22 and they are meshed and connected to each other.

[0070] In some alternative embodiments, referring to Figure 2 , Figure 4 , Figure 6 , Figure 8 , Figure 10 As shown in

[0071] In some alternative embodiments, referring to Figures 1 to 10As shown in the figure, an embodiment of the present application provides a multi-speed power-split hybrid transmission system. The second motor 3 of the multi-speed power-split hybrid transmission system is offset-connected to the second intermediate transmission shaft 60 through a second offset gear coupling mechanism. The second offset gear coupling mechanism includes a third input shaft 30 connected to the second motor 3, and a second driving offset gear 31 and a second driven offset gear 32 that are connected between the third input shaft 30 and the second intermediate transmission shaft 60 and mesh with each other.

[0072] The second motor 3 of the embodiment of the present application is offset-connected to the second intermediate transmission shaft 60 through a second offset gear coupling mechanism formed by the meshing of the second driving offset gear 31 and the second driven offset gear 32. The second driving offset gear 31 and the second driven offset gear 32 can offset the arrangement of the second motor 3 and the engine 1, which is convenient for the system space layout. And the diameter of the second driving offset gear 31 is smaller than that of the second driven offset gear 32, which can achieve a first-stage speed reduction between the second motor 3 and the second intermediate transmission shaft 60 and increase the torque.

[0073] The first motor 2 of the embodiment of the present application is loaded onto the second input shaft 20 through a first offset gear coupling mechanism or directly. The second motor 3 is loaded onto the second intermediate transmission shaft 60 through a second offset gear coupling mechanism. For heavy loaders with high traction requirements, the first motor 2 and the second motor 3 are offset-arranged, so that the torque requirements of the first motor 2 and the second motor 3 can be effectively reduced, and the weight and cost of the first motor 2 and the second motor 3 assemblies can be reduced.

[0074] In some alternative embodiments, refer to Figures 1 to 10 As shown in the figure, an embodiment of the present application provides a multi-speed power-split hybrid transmission system. The ring gear connecting shaft 40 of the multi-speed power-split hybrid transmission system is offset-connected to the first intermediate transmission shaft 50 through a third offset gear coupling mechanism. The third offset gear coupling mechanism includes a ring gear driving offset gear 41 and a ring gear driven offset gear 42 that are connected between the ring gear connecting shaft 40 and the first intermediate transmission shaft 50 and mesh with each other.

[0075] The ring gear connecting shaft 40 of the embodiment of the present application is offset-connected to the first intermediate transmission shaft 50 through a first-stage speed reduction mechanism formed by the meshing of the ring gear driving offset gear 41 and the ring gear driven offset gear 42. The ring gear driving offset gear 41 is arranged on the ring gear connecting shaft 40, and the ring gear driven offset gear 42 is arranged on the first intermediate transmission shaft 50. The first intermediate transmission shaft 50 and the second intermediate transmission shaft 60 are selectively linked through a first gear shifting mechanism 100 and a second gear shifting mechanism 200 respectively, so as to realize the mechanical power splitting of the engine 1 and / or the multi-speed transmission of the second motor 3.

[0076] In some alternative embodiments, refer to Figure 9 and Figure 10As shown, an embodiment of the present application provides a multi-speed power split hybrid transmission system. A first reverse gear mechanism is further provided between the ring gear connecting shaft 40 and the first intermediate transmission shaft 50 of the multi-speed power split hybrid transmission system. The first reverse gear mechanism includes a reverse driving offset gear 43 fixedly connected to the ring gear connecting shaft 40, and a reverse driven offset gear 44 sleeved on the first intermediate transmission shaft 50 in an idle manner.

[0077] A first reverse idler gear 43R meshing between the reverse driving offset gear 43 and the reverse driven offset gear 44. A fourth shifting mechanism 8 is provided on the first intermediate transmission shaft 50 between the ring gear driven offset gear 42 and the reverse driven offset gear 44. The ring gear driven offset gear 42 is sleeved on the first intermediate transmission shaft 50 in an idle manner.

[0078] For some applications of ultra-heavy loaders in the embodiment of the present application, the engine 1 needs to provide reverse driving with multiple gears. A first reverse gear mechanism is additionally provided between the ring gear connecting shaft 40 and the first intermediate transmission shaft 50. The first reverse gear mechanism includes a reverse driving offset gear 43, a first reverse idler gear 43R, a reverse driven offset gear 44 and a fourth shifting mechanism 8.

[0079] The ring gear driving offset gear 41 and the reverse driving offset gear 43 are fixedly sleeved on the ring gear connecting shaft 40. The ring gear driven offset gear 42 and the reverse driven offset gear 44 are sleeved on the reverse driven offset gear 44 in an idle manner. The first reverse idler gear 43R meshes with both the reverse driving offset gear 43 and the reverse driven offset gear 44, thereby providing a reverse transmission path for the mechanical split power of the engine 1.

[0080] The fourth shifting mechanism 8 is provided on the first intermediate transmission shaft 50 and can selectively engage or disengage the first intermediate transmission shaft 50 with the ring gear driven offset gear 42 or the reverse driven offset gear 44. When the fourth shifting mechanism 8 is closed to the left to engage the first intermediate transmission shaft 50 with the ring gear driven offset gear 42, the mechanical split power of the engine 1 can drive four mechanical forward gears. When the fourth shifting mechanism 8 is closed to the right to engage the first intermediate transmission shaft 50 with the reverse driven offset gear 44, the mechanical split power of the engine 1 can drive four mechanical reverse gears.

[0081] In some alternative embodiments, refer to Figures 1 to 10 As shown, an embodiment of the present application provides a multi-speed power split hybrid transmission system. The first gear shifting mechanism 100 of the multi-speed power split hybrid transmission system includes a first intermediate driving gear 51 and a second intermediate driving gear 52 sleeved on the first intermediate transmission shaft 50 in an idle manner, and a first driven output gear 71 and a second driven output gear 72 fixed on the output shaft 70.

[0082] The first intermediate driving gear 51 is meshed and connected with the first driven output gear 71, and the second intermediate driving gear 52 is meshed and connected with the second driven output gear 72. A second shifting mechanism 6 for engaging or disengaging the first intermediate driving gear 51 and the second intermediate driving gear 52 is fixedly provided on the first intermediate transmission shaft 50.

[0083] The second gear shifting mechanism 200 includes a third intermediate driving gear 61 and a fourth intermediate driving gear 62 which are sleeved on the second intermediate transmission shaft 60, and a first driven output gear 71 and a second driven output gear 72 which are fixed on the output shaft 70. The third intermediate driving gear 61 is meshed and connected with the first driven output gear 71, and the fourth intermediate driving gear 62 is meshed and connected with the second driven output gear 72. A third shifting mechanism 7 for engaging or disengaging the third intermediate driving gear 61 and the fourth intermediate driving gear 62 is fixedly provided on the second intermediate transmission shaft 60.

[0084] The first gear shifting mechanism 100 and the second gear shifting mechanism 200 in the embodiment of the present application together form a four-gear gear coupling assembly. It includes a first intermediate driving gear 51, a second intermediate driving gear 52, a third intermediate driving gear 61, a fourth intermediate driving gear 62, a first driven output gear 71, a second driven output gear 72, a second shifting mechanism 6 and a third shifting mechanism 7. The engine 1 can only achieve two forward gears and two reverse gears through mechanical power splitting, while the second motor 3 only provides independent two gears for driving.

[0085] In some alternative embodiments, referring to Figures 1 to 4 、 Figure 9 and Figure 10 As shown in, the embodiment of the present application provides a multi-gear power-split hybrid transmission system. A shifting sharing mechanism is provided between the first intermediate transmission shaft 50 and the second intermediate transmission shaft 60 of the multi-gear power-split hybrid transmission system. The shifting sharing mechanism includes a fifth intermediate driving gear 53 connected to the first intermediate transmission shaft 50, and a sixth intermediate driving gear 63 connected to the second intermediate transmission shaft 60.

[0086] A third driven output gear 73 connected to the output shaft 70, and a first shifting mechanism 5. The first shifting mechanism 5 is used to engage or disengage the first intermediate transmission shaft 50 and the fifth intermediate driving gear 53, or the first shifting mechanism 5 is used to engage or disengage the second intermediate transmission shaft 60 and the sixth intermediate driving gear 63.

[0087] When the second shifting mechanism 6 is in the neutral gear, when the first shifting mechanism 5 couples the first intermediate transmission shaft 50 and the fifth intermediate driving gear 53, or when the first shifting mechanism 5 couples the second intermediate transmission shaft 60 and the sixth intermediate driving gear 63, the engine 1 mechanically splits the power, and the power is transmitted to the output shaft 70 through the first intermediate transmission shaft 50, the shifting sharing mechanism, the second intermediate transmission shaft 60, and the second gear shifting mechanism 200.

[0088] When the third shifting mechanism 7 is in the neutral gear, when the first shifting mechanism 5 couples the first intermediate transmission shaft 50 and the fifth intermediate driving gear 53, or when the first shifting mechanism 5 couples the second intermediate transmission shaft 60 and the sixth intermediate driving gear 63, the power of the second motor 3 is transmitted to the output shaft 70 through the second intermediate transmission shaft 60, the shifting sharing mechanism, the first intermediate transmission shaft 50, and the first gear shifting mechanism 100.

[0089] In the embodiment of the present application, a shifting sharing mechanism is provided between the first intermediate transmission shaft 50 and the second intermediate transmission shaft 60. The shifting sharing mechanism can also selectively share one of the two transmission paths of the mechanically split power of the engine 1 and the input power of the second motor 3 for linkage output, thereby enriching the transmission gears of the engine 1 and the second motor 3; and by virtue of the powerful torque amplification function of the multi-gear power split torque converter, the large traction power requirements for the starting and low-speed operation of the loader can be met.

[0090] In some alternative embodiments, referring to Figure 1 、 Figure 2 、 Figure 9 and Figure 10 As shown, the embodiment of the present application provides a multi-gear power split hybrid transmission system. On the basis of the above embodiment, the fifth intermediate driving gear 53 is sleeved on the first intermediate transmission shaft 50, the third driven output gear 73 is sleeved on the output shaft 70, and the sixth intermediate driving gear 63 is fixed on the second intermediate transmission shaft 60.

[0091] Both the fifth intermediate driving gear 53 and the sixth intermediate driving gear 63 are meshed with the third driven output gear 73. The first shifting mechanism 5 is fixed on the first intermediate transmission shaft 50 and is located between the fifth intermediate driving gear 53 and the transmission housing. The first shifting mechanism 5 is used to couple or separate the fifth intermediate driving gear 53 and the first intermediate transmission shaft 50, and to couple or separate the first intermediate transmission shaft 50 and the transmission housing.

[0092] When the third shifting mechanism 7 is in the intermediate neutral state, the first shifting mechanism 5 can selectively couple the first intermediate transmission shaft 50 with the fifth intermediate driving gear 53. The second motor 3 can share the two-gear transmission path of the first intermediate transmission shaft 50 with the mechanically split power of the engine 1 and provide parallel boost superposition.

[0093] When the second shifting mechanism 6 is in the neutral state, the first shifting mechanism 5 can selectively engage the first intermediate transmission shaft 50 with the fifth intermediate driving gear 53. The mechanical split power of the engine 1 and the input power of the second motor 3 are in parallel linkage on the second intermediate transmission shaft 60, and share the two-speed transmission path output of the second intermediate transmission shaft 60.

[0094] These two-speed transmission paths of the engine 1 are expressed as: engine 1 → first input shaft 10 → planet carrier 4C → ring gear 4R → ring gear connecting shaft 40 → ring gear driving offset gear 41 → ring gear driven offset gear 42 → first intermediate transmission shaft 50 → fifth intermediate driving gear 53 → third driven output gear 73 → sixth intermediate driving gear 63 → second intermediate transmission shaft 60 → third intermediate driving gear 61 (or fourth intermediate driving gear 62) → first driven output gear 71 (or second driven output gear 72) → output shaft 70.

[0095] In some alternative embodiments, referring to Figure 3 and Figure 4 as shown, the embodiment of the present application provides a multi-speed power split hybrid transmission system. On the basis of the above embodiment, the fifth intermediate driving gear 53 is fixed on the first intermediate transmission shaft 50, the third driven output gear 73 is sleeved on the output shaft 70, and the sixth intermediate driving gear 63 is sleeved on the second intermediate transmission shaft 60.

[0096] Both the fifth intermediate driving gear 53 and the sixth intermediate driving gear 63 are meshed and connected with the third driven output gear 73. The first shifting mechanism 5 is fixedly connected with the sixth intermediate driving gear 63 and sleeved on the second intermediate transmission shaft 60. The first shifting mechanism 5 is used to couple or separate the sixth intermediate driving gear 63 and the second intermediate transmission shaft 60, and to couple or separate the sixth intermediate driving gear 63 and the transmission housing.

[0097] When the third shifting mechanism 7 is in the neutral state in the middle, the first shifting mechanism 5 can selectively engage the second intermediate transmission shaft 60 with the sixth intermediate driving gear 63. The second motor 3 can share the two-speed transmission path of the first intermediate transmission shaft 50 with the mechanical split power of the engine 1 and provide parallel boost superposition.

[0098] When the second shifting mechanism 6 is in the neutral state, the first shifting mechanism 5 can selectively engage the second intermediate transmission shaft 60 with the sixth intermediate driving gear 63. The mechanical split power of the engine 1 and the input power of the second motor 3 are in parallel linkage on the second intermediate transmission shaft 60, and share the two-speed transmission path output of the second intermediate transmission shaft 60.

[0099] These two gear transmission paths of the engine 1 are represented as: engine 1 → first input shaft 10 → planet carrier 4C → ring gear 4R → ring gear connecting shaft 40 → ring gear driving offset gear 41 → ring gear driven offset gear 42 → first intermediate transmission shaft 50 → fifth intermediate driving gear 53 → third driven output gear 73 → sixth intermediate driving gear 63 → second intermediate transmission shaft 60 → third intermediate driving gear 61 (or fourth intermediate driving gear 62) → first driven output gear 71 (or second driven output gear 72) → output shaft 70.

[0100] The multi-gear power split hybrid transmission system of the embodiment of the present application adopts a multi-gear parallel shaft gear mechanism combined with electronic control power split to realize the linkage of a multi-gear torque converter, thereby replacing the traditional inefficient and complex AT transmission composed of a hydraulic torque converter and a multi-plate clutch combination. It can realize various driving modes such as pure electric drive and four-gear power split hybrid series-parallel hybrid drive of a loader, has a powerful driving function, can effectively improve fuel economy, and meets the large traction force requirements for starting and low-speed driving, realizes shift without power interruption, and can greatly reduce the cost of the transmission system.

[0101] The following takes Figure 1 as an example to illustrate the driving modes of the multi-gear power split hybrid transmission system of the present application.

[0102] When the loader is in the parking charging mode and the on-vehicle power battery has insufficient power, the second shifting mechanism 6 is in the neutral gear, and the first shifting mechanism 5 connects the first intermediate transmission shaft 50 to the transmission case, thereby locking and fixing the ring gear 4R of the planetary gear mechanism 4. The engine 1 and the first motor 2 are disengaged and connected in series for power generation to charge the on-vehicle power battery.

[0103] When the loader is in the pure electric drive mode and the on-vehicle power battery has sufficient power, the first shifting mechanism 5 and the second shifting mechanism 6 are in the neutral gear, the engine 1 and the first motor 2 are disengaged and stopped, and the second motor 3 can selectively realize forward or reverse pure electric drive with two mechanical gears through the third shifting mechanism 7. The transmission paths of the two drive gears of the second motor 3 are: second motor 3 → second driving offset gear 31 → second driven offset gear 32 → second intermediate transmission shaft 60 → third intermediate driving gear 61 (or fourth intermediate driving gear 62) → first driven output gear 71 (or second driven output gear 72) → output shaft 70.

[0104] In addition, when the third shifting mechanism 7 is in the neutral position, and the first shifting mechanism 5 is closed on the left to engage the first intermediate transmission shaft 50 with the fifth intermediate driving gear 53, the second motor 3 can selectively achieve forward or reverse pure electric drive in two other transmission gears through the second shifting mechanism 6. The transmission paths of these two driving gears of the second motor 3 are as follows: the second motor 3 → the second driving offset gear 31 → the second driven offset gear 32 → the second intermediate transmission shaft 60 → the sixth intermediate driving gear 63 → the third driven output gear 73 → the fifth intermediate driving gear 53 → the first intermediate transmission shaft 50 → the first intermediate driving gear 51 (or the second intermediate driving gear 52) → the first driven output gear 71 (or the second driven output gear 72) → the output shaft 70. In this mode, since the engine 1 and the first motor 2 cannot be completely disengaged, the first motor 2 will rotate with the drive of the second motor 3, which is only suitable for working conditions with low vehicle speeds.

[0105] When the loader is in the series hybrid mode, the on-vehicle power battery has insufficient power, the second shifting mechanism 6 is in the neutral position, and the first shifting mechanism 5 connects the first intermediate transmission shaft 50 to the transmission housing, thereby locking and fixing the ring gear 4R of the planetary gear mechanism 4. The engine 1 and the first motor 2 are disengaged and connected in series for power generation to charge the on-vehicle power battery, and can directly provide electric energy supply for the drive of the second motor 3. The second motor 3 is linked with the second gear shifting mechanism 200 through the second intermediate transmission shaft 60 to selectively provide forward or reverse drive in two gears.

[0106] When the loader is in the forward power split series-parallel hybrid mode, the first motor 2 and the engine 1 perform power split linkage in the planetary gear mechanism 4. A part of the input power of the engine 1 is converted into electric energy by the first motor 2 through electromechanical conversion, and the remaining input power of the engine 1 is transmitted through the ring gear connecting shaft 40. The first to third shifting mechanisms are coordinated and controlled to selectively achieve the transmission of four forward gears of the mechanical split power of the engine 1.

[0107] The second shifting mechanism 6 can selectively engage the first intermediate transmission shaft 50 with the first intermediate driving gear 51 or the second intermediate driving gear 52, thereby achieving the transmission of two forward gears of the mechanical split power of the engine 1. The transmission path is expressed as: the engine 1 → the first input shaft 10 → the planet carrier 4C → the ring gear 4R → the ring gear connecting shaft 40 → the ring gear driving offset gear 41 → the ring gear driven offset gear 42 → the first intermediate transmission shaft 50 → the first intermediate driving gear 51 (or the second intermediate driving gear 52) → the first driven output gear 71 (or the second driven output gear 72) → the output shaft 70.

[0108] In this state, when the first shifting mechanism 5 is in the neutral state, the third shifting mechanism 7 can selectively engage or disengage the second intermediate transmission shaft 60 with the third intermediate driving gear 61 or the fourth intermediate driving gear 62, so as to selectively achieve two-speed parallel assist of the second motor 3, and can provide power compensation for the shifting process of the first intermediate transmission shaft 50, realizing smooth shifting of the engine 1 without power interruption.

[0109] In some alternative embodiments, referring to Figures 5 to 8 As shown, the embodiment of the present application provides a multi-speed power-split hybrid transmission system. A first shifting mechanism 5 for engaging or disengaging the first intermediate transmission shaft 50 and the transmission housing is provided on the first intermediate transmission shaft 50 of the multi-speed power-split hybrid transmission system. The first shifting mechanism 5 can selectively connect the first intermediate transmission shaft 50 with the transmission housing and lock the ring gear 4R in a fixed position, thereby realizing the series linkage function of the engine 1 and the first motor 2 in the planetary gear mechanism 4, and the engine 1 and the first motor 2 are disengaged for series linkage power generation to charge the on-vehicle power battery.

[0110] A second reverse gear mechanism is further provided between the first intermediate transmission shaft 50 and the output shaft 70. The second reverse gear mechanism includes a fifth intermediate driving gear 53 sleeved on the first intermediate transmission shaft 50, a third driven output gear 73 fixed on the output shaft 70, and a second reverse idler gear 54 meshing between the fifth intermediate driving gear 53 and the third driven output gear 73.

[0111] In some special environmental application scenarios, the application scenarios where the engine 1 directly participates in reverse gear driving need to be considered, such as Figure 7 and Figure 8 As shown, the third driven output gear 73 is fixedly sleeved on the output shaft 70, and the second reverse idler gear 54 remains meshed with both the fifth intermediate driving gear 53 and the third driven output gear 73, thereby providing a mechanical reverse gear transmission path for the mechanical split power of the engine 1. Based on Figure 7 and Figure 8 For the transmission assembly of the embodiment, the engine 1 has the functions of two forward gears and one reverse gear drive, and the second motor 3 can simultaneously selectively provide independent two-speed parallel assist or pure electric drive functions.

[0112] In some alternative embodiments, referring to Figures 1 to 10 As shown, the embodiment of the present application provides a multi-speed power-split hybrid transmission system. The multi-speed power-split hybrid transmission system further includes a plurality of speed sensors for monitoring the engine speed, the first motor speed, the second motor speed, and the output shaft speed. The plurality of 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.

[0113] The transmission controller receives signals of the engine speed, the first motor speed, the second motor speed, and the output shaft speed, and controls the speeds 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. When the first gear shifting mechanism 100, the second gear shifting mechanism 200, the first reverse gear mechanism, and the second reverse gear mechanism need to shift gears, the transmission controller can obtain the engine speed, the first motor speed, the second motor speed, and the output shaft speed.

[0114] The transmission 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 driving end and the driven end of the shift gear is controlled within a set speed difference threshold, thereby simplifying the first shifting mechanism 5 to the fourth shifting mechanism 8. The first shifting mechanism 5 to the fourth shifting mechanism 8 adopt a more simplified sliding sleeve shifting mechanism or dog clutch shifting mechanism to replace the synchronizer shifting mechanism, and at the same time, the shift clutch is also cancelled.

[0115] In the second aspect of the embodiments of the present application, a vehicle is provided. The vehicle includes the multi-speed power split hybrid transmission system described in any one of the above embodiments. The vehicle is preferably but not limited to a loader, a sweeper, a sprinkler, etc.

[0116] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0117] It should be noted that in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0118] The above are only specific embodiments of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application will not be limited to these embodiments shown herein, but rather will conform to the broadest 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, comprising a planetary gear mechanism (4) consisting of a sun gear (4S), a planet carrier (4C) and a ring gear (4R), an engine (1) drivingly connected to the planet carrier (4C), a first motor (2) drivingly connected to the sun gear (4S), and a ring gear connecting shaft (40) connected to the ring gear (4R); A dual power coupling mechanism, comprising a first intermediate transmission shaft (50), a second intermediate transmission shaft (60) and an output shaft (70) which are arranged parallel to each other and at intervals, and a second motor (3) which is transmission-connected to the second intermediate transmission shaft (60); A first gear shifting mechanism (100) is connected between the first intermediate transmission shaft (50) and the ring gear connecting shaft (40), and a second gear shifting mechanism (200) is connected between the second intermediate transmission shaft (60) and the output shaft (70).

2. A multi-speed power split hybrid power transmission system as claimed in claim 1, characterized in that: The engine (1) is directly connected to the planetary carrier (4C) via a first input shaft (10), the first motor (2) is connected to the sun gear (4S) via a second input shaft (20), and the second input shaft (20) is loosely sleeved on the outer periphery of the first input shaft (10); The first motor (2) and the second input shaft (20) are coaxially connected to each other, or the first motor (2) is offsetly connected to the second input shaft (20) via a first offset gear coupling mechanism, and the first offset gear coupling mechanism comprises a first active offset gear (21) connected to the first motor (2); A first driven offset gear (22) is connected to the second input shaft (20); the diameter of the first driving offset gear (21) is smaller than the diameter of the first driven offset gear (22), and the two gears are meshed and connected with each other.

3. A multi-speed power split hybrid power transmission system as claimed in claim 1, characterized in that: The second motor (3) is offsetly connected to the second intermediate transmission shaft (60) via a second offset gear coupling mechanism, wherein the second offset gear coupling mechanism comprises a third input shaft (30) connected to the second motor (3), a second driving offset gear (31) and a second driven offset gear (32) connected between the third input shaft (30) and the second intermediate transmission shaft (60) and meshing with each other.

4. A multi-speed power split hybrid power transmission system as claimed in claim 1, characterized in that: The ring gear connecting shaft (40) is offsetly connected to the first intermediate transmission shaft (50) via a third offset gear coupling mechanism, wherein the third offset gear coupling mechanism comprises a ring gear active offset gear (41) and a ring gear driven offset gear (42) which are connected between the ring gear connecting shaft (40) and the first intermediate transmission shaft (50) and mesh with each other.

5. A multi-speed power split hybrid power transmission system as claimed in claim 4, characterized in that: A first reverse gear mechanism is also provided between the ring gear connecting shaft (40) and the first intermediate transmission shaft (50), the first reverse gear mechanism comprising a reverse gear active offset gear (43) fixedly connected to the ring gear connecting shaft (40) and a reverse gear driven offset gear (44) loosely sleeved on the first intermediate transmission shaft (50); A first reverse idler gear (43R) is meshed between the reverse active offset gear (43) and the reverse driven offset gear (44); and a fourth shift mechanism (8) is provided on the first intermediate transmission shaft (50) and is located between the ring gear driven offset gear (42) and the reverse driven offset gear (44).

6. A multi-speed power split hybrid power transmission system as claimed in claim 1, characterized in that: The first gear shift mechanism (100) comprises a first intermediate driving gear (51) and a second intermediate driving gear (52) which are loosely sleeved on the first intermediate transmission shaft (50), and a first driven output gear (71) and a second driven output gear (72) which are fixed on the output shaft (70); The first intermediate driving gear (51) and the first driven output gear (71) are meshed and connected with each other, the second intermediate driving gear (52) and the second driven output gear (72) are meshed and connected with each other, and a second shifting mechanism (6) for combining or separating the first intermediate driving gear (51) and the second intermediate driving gear (52) is fixedly provided on the first intermediate transmission shaft (50).

7. A multi-speed power split hybrid power transmission system as claimed in claim 1, characterized in that: The second gear shift mechanism (200) comprises a third intermediate driving gear (61) and a fourth intermediate driving gear (62) which are loosely sleeved on the second intermediate transmission shaft (60), and the first driven output gear (71) and the second driven output gear (72) which are fixed on the output shaft (70); The third intermediate driving gear (61) is meshed with the first driven output gear (71), the fourth intermediate driving gear (62) is meshed with the second driven output gear (72), and the second intermediate transmission shaft (60) is fixedly provided with a third shifting mechanism (7) for combining or separating the third intermediate driving gear (61) and the fourth intermediate driving gear (62).

8. A multi-speed power split hybrid power transmission system as claimed in claim 1, characterized in that: A gear shift sharing mechanism is provided between the first intermediate transmission shaft (50) and the second intermediate transmission shaft (60), the gear shift sharing mechanism comprising a fifth intermediate driving gear (53) connected to the first intermediate transmission shaft (50) and a sixth intermediate driving gear (63) connected to the second intermediate transmission shaft (60); A third driven output gear (73) connected to the output shaft (70), and a first shifting mechanism (5), wherein the first shifting mechanism (5) is used to engage or disengage the first intermediate transmission shaft (50) and the fifth intermediate driving gear (53), or the first shifting mechanism (5) is used to engage or disengage the second intermediate transmission shaft (60) and the sixth intermediate driving gear (63).

9. A multi-speed power split hybrid power transmission system as claimed in claim 8, characterized in that: The fifth intermediate driving gear (53) is loosely sleeved on the first intermediate transmission shaft (50), the third driven output gear (73) is loosely sleeved on the output shaft (70), and the sixth intermediate driving gear (63) is fixed on the second intermediate transmission shaft (60); The fifth intermediate driving gear (53) and the sixth intermediate driving gear (63) are both meshedly connected with the third driven output gear (73); the first shifting mechanism (5) is fixed on the first intermediate transmission shaft (50) and is located between the fifth intermediate driving gear (53) and the gearbox housing; The first shift mechanism (5) is used to connect or disconnect the fifth intermediate driving gear (53) and the first intermediate transmission shaft (50), and to connect or disconnect the first intermediate transmission shaft (50) and the gearbox housing.

10. A multi-speed power split hybrid power transmission system as claimed in claim 8, characterized in that: The fifth intermediate driving gear (53) is fixed on the first intermediate transmission shaft (50), the third driven output gear (73) is loosely sleeved on the output shaft (70), and the sixth intermediate driving gear (63) is loosely sleeved on the second intermediate transmission shaft (60); The fifth intermediate driving gear (53) and the sixth intermediate driving gear (63) are both meshedly connected with the third driven output gear (73); the first shifting mechanism (5) is fixedly connected with the sixth intermediate driving gear (63) and is loosely sleeved on the second intermediate transmission shaft (60); The first shift mechanism (5) is used to connect or disconnect the sixth intermediate driving gear (63) and the second intermediate transmission shaft (60), and to connect or disconnect the sixth intermediate driving gear (63) and the gearbox housing.

11. A multi-speed power split hybrid power transmission system as claimed in claim 1, characterized in that: The first intermediate transmission shaft (50) is provided with a first shifting mechanism (5) for connecting or disconnecting the first intermediate transmission shaft (50) and the gearbox housing.

12. A multi-speed power split hybrid power transmission system as claimed in claim 11, characterized in that: A second reverse gear mechanism is also provided between the first intermediate transmission shaft (50) and the output shaft (70), the second reverse gear mechanism comprising a fifth intermediate driving gear (53) loosely sleeved on the first intermediate transmission shaft (50), a third driven output gear (73) fixed on the output shaft (70), and a second reverse idler gear (54) meshed between the fifth intermediate driving gear (53) and the third driven output gear (73).

13. A multi-speed power split hybrid power transmission system according to any one of claims 1 to 12, characterized in that: It also includes a plurality of speed sensors for monitoring the engine speed, the first motor speed, the second motor speed and the output shaft speed, wherein the plurality of speed sensors are connected to a gearbox controller, and the first motor (2) and the second motor (3) are connected to the gearbox controller; The gearbox controller receives signals of engine speed, first motor speed, second motor speed and output shaft speed, and controls the speeds of the first motor (2) and the second motor (3) according to a current gear shift signal so that the gear shift speed difference is controlled within a set threshold range.

14. A vehicle, characterized in that: The vehicle comprises a multi-speed power-split hybrid powertrain system as claimed in any one of claims 1 to 13.

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