A multi-section hybrid variable transmission system for agricultural machinery

Abstract

This invention discloses a multi-segment hybrid transmission system for agricultural machinery, including a drive shaft A, an output shaft, and a double planetary gear train. The drive shaft A is connected to an engine. The double planetary gear train includes an internal gear, double planetary gears, a first sun gear, and a second sun gear. The internal gear meshes with the rear planetary gear of the double planetary gear train, the rear planetary gear meshes with the second sun gear, and the front planetary gear of the double planetary gear train meshes with the first sun gear. The double planetary gear train is rotatably mounted on a planet carrier. The system also includes a first motor, a second motor, and an electronic control system. The second motor transmits power to the internal gear through gear transmission. The drive shaft of the second motor is connected to a clutch C, which drives the first sun gear to rotate. The engine drives the first sun gear to rotate through the first clutch transmission system. This invention can automatically switch speed segments by controlling the clutch, with smooth switching between segments and stable speed transitions, achieving stepless speed regulation.

Description

Technical Field

[0001] This invention relates to a multi-segment hybrid transmission system for agricultural machinery, belonging to the field of agricultural machinery transmission technology. Background Technology

[0002] Traditional tractors are powered by engines, but engines have problems such as a small range of output speed variation, inability to reverse, and difficulty in starting under load. Therefore, a gearbox is needed for deceleration, torque increase, speed change, and torque conversion. Hybrid tractors, on the other hand, have electric motors that can reverse and have a wide speed range, so the gearbox no longer needs to perform reverse conversion.

[0003] Chinese patent number 202422388805.X discloses a dual-motor power-split hybrid transmission. Reverse gear is achieved through pure electric drive, with a maximum reverse speed of 10 km / h. It relies on the battery pack's functionality and cannot be used in reverse for extended periods, otherwise the battery pack will be depleted. Chinese patent number 202211699791.2 discloses a tractor hybrid power system and tractor. This system uses a rear mechanical gearshift with a reverse gear, switching between low, high, and reverse gears via an AMT (Automated Manual Transmission) structure. While reverse gear also provides power-split drive, the reversing process interrupts power, making it not a true power reversing mechanism.

[0004] Both of these solutions use a single-stage planetary gear set. A single-stage planetary gear set can only achieve continuously variable transmission in one section, and cannot simultaneously achieve high torque at low speeds and rapid vehicle relocation at high speeds. Therefore, the aforementioned manufacturers have arranged a mechanical stepped shifting high and low gear structure at the rear end of the planetary gear set, such as Fast Gear's high and low gear speed range (low gear 0~20km / h, high gear 0~40km / h). When performing heavy-load, high-torque operations, the vehicle stops and switches to low gear, while when transporting light-load, high-speed vehicles, the vehicle stops and switches to high gear.

[0005] In addition, a Chinese patent with patent number 201811406344.7 discloses a continuously variable transmission for a hybrid tractor. In the pure electric mode, the engine is off, and the battery supplies power to the first and second electric generators. The power is transmitted to the planetary gear set output through their respective meshing gear pairs. The driving force comes entirely from the battery. In the pure electric mode, it is only suitable for the starting stage. When under heavy load, it cannot work for a long time in the case of long-distance low-speed heavy load.

[0006] In conclusion, the existing technology obviously has inconveniences and defects in practical use, so it is necessary to improve it. Summary of the Invention

[0007] To address the shortcomings of the prior art, this invention provides a multi-segment hybrid transmission system for agricultural machinery. This system can automatically switch between speed segments by controlling the clutch, with smooth switching and stable speed transitions between segments, achieving stepless speed regulation. It eliminates the need for a battery, eliminating concerns about battery depletion during low-speed, heavy-load operation. Furthermore, it can be applied to scenarios unsuitable for motor-driven systems, improving operational reliability.

[0008] To solve the above technical problems, the present invention adopts the following technical solution:

[0009] A multi-segment hybrid transmission system for agricultural machinery includes a drive shaft A for power input, an output shaft for power output, and a double planetary gear train, wherein the drive shaft A is connected to the engine;

[0010] The double planetary gear system includes an internal gear, a double planetary gear, a first sun gear, and a second sun gear. The internal gear meshes with the rear planetary gear of the double planetary gear, the rear planetary gear meshes with the second sun gear, the front planetary gear of the double planetary gear meshes with the first sun gear, and the double planetary gear is rotatably mounted on the planet carrier.

[0011] It also includes a first motor, a second motor, and an electronic control system. The second motor transmits power to the internal gear through gear transmission. The drive shaft of the second motor is connected to a clutch C, which drives the first sun gear to rotate. The engine drives the first sun gear to rotate through the first clutch transmission system.

[0012] The second sun gear and planetary carrier drive the output shaft to rotate through the second clutch transmission system. The electronic control system controls the clutch C, the first clutch transmission system and the second clutch transmission system to achieve multi-segment continuously variable transmission.

[0013] Furthermore, the first clutch transmission system includes clutch A, clutch B, gear C, gear A, gear B, and gear E. Gear A is fixed on the transmission shaft A, and gear A meshes with gear B for transmission. Gear C is transmitted to the transmission shaft A through clutch A, and gear C meshes with gear E through transition gear D. The first sun gear is fixed on the transmission shaft B, and gear B is transmitted to the transmission shaft B through clutch B. Gear E is fixed on the transmission shaft B.

[0014] Furthermore, the drive shaft of the first motor is fixedly connected to gear H, gear H meshes with gear A for transmission, and the first motor and the second motor are connected to the first dual-motor controller.

[0015] Furthermore, the drive shaft of the second motor is connected to the transmission shaft C, and a gear F is mounted on the transmission shaft C. The gear F is driven by the transmission shaft C through the clutch C, and the gear F meshes with the gear C. A gear G is fixed on the transmission shaft C, and a gear J is fixed on the internal gear. The gear J meshes with the gear G through the transition gear I.

[0016] Furthermore, the second clutch transmission system includes clutches D, E, F, and G, drive shafts D, F, and E. A second sun gear is fixed to one end of drive shaft D, and a gear L is mounted on the other end of drive shaft D. The planetary carrier is fixedly connected to gear K. Gear K meshes with gear P, which in turn drives drive shaft F via clutch F. Gear L meshes with gear Q, which in turn drives drive shaft F via clutch G. Gear K also meshes with gear M, which in turn drives drive shaft E via clutch D. Gear L also meshes with gear N, which in turn drives drive shaft E via clutch E. Gear O is fixed on drive shaft E, a double gear is fixed on the output shaft, and gear R is fixed on drive shaft F. The front gear of the double gear meshes with gear O, and the rear gear meshes with gear R.

[0017] Furthermore, the transmission system is divided into different speed ranges by using different clutch engagement methods. The forward range includes F1, F2, F3, F4 and F5, and the reverse range includes R1, R2, R3, R4 and R5.

[0018] Furthermore, the speed ranges for each section are as follows: F1: 0~4km / h, F2: 4~12.8km / h, F3: 12.8~18.7km / h, F4: 18.7~36.8km / h, F5: 36.8~60km / h, R1: 0~4km / h, R2: 4~12.8km / h, R3: 12.8~18.7km / h, R4: 18.7~36.8km / h.

[0019] Furthermore, it also includes a second dual-motor controller and a power output port, with the first and second dual-motor controllers connected via a DC bus;

[0020] The second dual-motor controller outputs the excess electrical energy circulating between the first and second motors to the external power output port.

[0021] Furthermore, the first and second motors are replaced with hydrostatic continuously variable transmissions;

[0022] The hydrostatic continuously variable transmission contains a variable pump and a fixed displacement motor. The engine drives the variable pump to rotate through gear transmission, and the variable pump in turn drives the motor.

[0023] Compared with the prior art, the present invention, by adopting the above technical solution, has the following advantages:

[0024] The engine and second motor transmit power to the double planetary gear train via the first clutch transmission system. The planet carrier or second sun gear of the double planetary gear train transmits power to the second clutch transmission system, which then transmits power to the output shaft. The transmission system is divided into different speed ranges based on the engagement method of the different clutches. The forward range includes F1, F2, F3, F4, and F5, while the reverse range includes R1, R2, R3, R4, and R5. The speeds of each range are interconnected via clutch switching. After a heavy-load start, once a certain range switching point is reached, the system automatically switches to the high-speed range via the clutch, achieving stepless speed regulation.

[0025] In the pure electric power section, the engine drives the first motor to generate electricity, which in turn continuously powers the second motor. There is no need to configure a battery. Under heavy load or uphill conditions, it can travel for a long time in the low-speed F1 or R1 section without worrying about running out of power.

[0026] In the pure electric power section, only the second motor controls the double planetary gear train. The conversion between the F1 and R1 sections can be achieved by simply changing the rotation direction of the second motor to realize stepless speed change. The motor commutation control is easier and more convenient than conventional mechanical commutation and can achieve very good smoothness, which helps to improve the operating comfort.

[0027] Engine 1 drives the variable pump to rotate via gear transmission, and the variable pump then drives the motor to run, thus enabling it to be applied to scenarios where electric motor drive is not suitable, thereby improving operational reliability.

[0028] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0029] Figure 1 This is a transmission route diagram for the multi-segment speed change transmission of the present invention;

[0030] Figure 2 This is a graph showing the speed variation trend of each shaft in the multi-segment speed transmission of the present invention;

[0031] Figure 3 This is a diagram showing the clutch engagement of each segment of the multi-segment speed transmission of the present invention;

[0032] Figure 4 This is a power diagram of the dual motors for the forward section speed change transmission of the present invention;

[0033] Figure 5 This is a transmission route diagram according to Embodiment 2 of the present invention;

[0034] Figure 6 This is a power distribution diagram of the dual motors in the forward section speed change transmission of Embodiment 2 of the present invention;

[0035] Figure 7This is a transmission route diagram of Embodiment 3 of the present invention.

[0036] In the picture,

[0037] 1-Engine, 2-Drive shaft A, 3-Clutch A, 4-Gear A, 5-Gear B, 6-Clutch B, 7-Gear C, 8-Transition gear D, 9-Drive shaft B, 10-Gear E, 11-Drive shaft C, 12-Gear F, 13-Clutch C, 14-Gear G, 15-Second motor, 16-Gear H, 17-First motor, 18-Transition gear I, 19-First dual-motor controller, 20-Gear J, 21-Internal gear, 22-First sun gear, 23-Double planetary gears, 231-Front planetary gear, 232-Rear planetary gear, 24-Second sun gear 25-Planetary carrier, 26-Gear K, 27-Drive shaft D, 28-Gear L, 29-Gear M, 30-Clutch D, 31-Clutch E, 32-Gear N, 33-Gear O, 34-Drive shaft E, 35-Gear P, 36-Clutch F, 37-Clutch G, 38-Gear Q, 39-Gear R, 40-Drive shaft F, 41-Double gear, 411-Front gear, 412-Rear gear, 42-Output shaft, 43-Second dual motor controller, 44-External power output port, 45-Hydrostatic continuously variable transmission, 451-Variable pump, 452-Motor. Detailed Implementation

[0038] To provide a clearer understanding of the technical features, objectives, and effects of the present invention, specific embodiments of the present invention will now be described with reference to the accompanying drawings. Example 1

[0039] like Figure 1 As shown, the present invention provides a multi-segment hybrid transmission system for agricultural machinery, including a drive shaft A2 for power input, an output shaft 42 for power output, and a double planetary gear system, wherein the drive shaft A2 is connected to the engine 1;

[0040] The double planetary gear train includes an internal gear 21, a double planetary gear 23, a first sun gear 22, and a second sun gear 24. The internal gear 21 meshes with the rear planet gear 232 of the double planetary gear 23, the rear planet gear 232 meshes with the second sun gear 24, the front planet gear 231 of the double planetary gear 23 meshes with the first sun gear 22, and the double planetary gear 23 is rotatably mounted on the planet carrier 25.

[0041] The present invention also includes a first motor 17, a second motor 15 and an electronic control system. The second motor 15 transmits power to the internal gear 21 through gear transmission. The drive shaft of the second motor 15 is connected to a clutch C13, which drives the first sun gear 22 to rotate. The engine 1 drives the first sun gear 22 to rotate through the first clutch transmission system.

[0042] The second sun gear 24 and planet carrier 25 drive the output shaft 42 to rotate through the second clutch transmission system. The electronic control system controls the clutch C13, the first clutch transmission system and the second clutch transmission system to achieve multi-segment stepless speed change.

[0043] The first clutch transmission system includes clutch A3, clutch B6, gear C7, gear A4, gear B5, and gear E10. Gear A4 is fixed on the transmission shaft A2 and meshes with gear B5. Gear C7 is driven by the transmission shaft A2 through clutch A3 and meshes with gear E10 through transition gear D8. The first sun gear 22 is fixed on the transmission shaft B9. Gear B5 is driven by the transmission shaft B9 through clutch B6, and gear E10 is fixed on the transmission shaft B9.

[0044] The drive shaft of the first motor 17 is fixedly connected to gear H16, and gear H16 meshes with gear A4 for transmission. The first motor 17 and the second motor 15 are connected to the first dual-motor controller 19. The engine 1 drives the first motor 17 to rotate and generate electricity. Under the control of the first dual-motor controller 19, the electrical energy is transmitted to the second motor 15. At the same time, the first dual-motor controller 19 controls the second motor 15 to accelerate or decelerate, realizing stepless speed regulation.

[0045] The drive shaft of the second motor 15 is connected to the transmission shaft C11. A gear F12 is mounted on the transmission shaft C11. Gear F12 is driven by the transmission shaft C11 through a clutch C13. Gear F12 meshes with gear C7. A gear G14 is fixed on the transmission shaft C11, and a gear J20 is fixed on the internal gear 21. Gear J20 meshes with gear G14 through a transition gear I18. Thus, the second motor 15 transmits power to the internal gear 21.

[0046] The second clutch transmission system includes clutches D30, E31, F36, and G37, drive shafts D27, F40, and E34. A second sun gear 24 is fixed to one end of drive shaft D27, and gear L28 is mounted on the other end. The planetary carrier 25 is fixedly connected to gear K26, which meshes with gear P35. Gear P35 is transmitted through clutch F36 to drive drive shaft F40. Gear L28 meshes with gear Q38, which is transmitted through clutch G37. It drives the transmission shaft F40; gear K26 also meshes with gear M29, gear M29 drives the transmission shaft E34 through clutch D30, gear L28 also meshes with gear N32, gear N32 drives the transmission shaft E34 through clutch E31; gear O33 is fixed on the transmission shaft E34, double gear 41 is fixed on the output shaft 42, gear R39 is fixed on the transmission shaft F40, the front gear 411 of the double gear 41 meshes with gear O33, and the rear gear 412 of the double gear 41 meshes with gear R39.

[0047] Engine 1 and second motor 15 transmit power to the double planetary gear train via the first clutch transmission system. The planet carrier 25 or the second sun gear 24 of the double planetary gear train transmits power to the second clutch transmission system, which then transmits power to the output shaft 42. The electronic control system controls the engagement of different clutches to achieve different gear meshing methods and change the gear ratio. Based on the different clutch engagement methods, the transmission system is divided into different speed ranges. The forward range includes F1, F2, F3, F4, and F5, and the reverse range includes R1, R2, R3, R4, and R5. Figure 2 and Figure 3 .

[0048] The power transmission paths for each section are as follows:

[0049] Advance to section F1, clutches C13 and F36 are engaged:

[0050] Engine 1 → Driveshaft A2 → Gear A4 → Gear H16 → First Motor 17 → First Dual Motor Controller 19 → Second Motor 15 → Driveshaft C11 (divided into 2 transmission paths):

[0051] First path: Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232 → Planetary carrier 25;

[0052] Second path: Drive shaft C11 → Clutch C13 → Gear F12 → Gear C7 → Transition gear D8 → Gear E10 → Drive shaft B9 → First sun gear 22 → Front planet gear 231 → Planet carrier 25.

[0053] Planetary carrier 25 merges with gear K26, gear P35, clutch F36, drive shaft F40, gear R39, rear gear 412, output shaft 42, and rear axle.

[0054] Advance to section F2, clutches B6 and F36 are engaged:

[0055] Engine 1 → Driveshaft A2 → Gear A4 (divided into 2 transmission paths):

[0056] First path: Gear A4 → Gear H16 → First motor 17 → First dual motor controller 19 → Second motor 15 → Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232 → Planetary carrier 25.

[0057] Second path: Gear A4 → Gear B5 → Clutch B6 → Drive shaft B9 → First sun gear 22 → Front planet gear 231 → Planet carrier 25;

[0058] Planetary carrier 25 merges with gear K26, gear P35, clutch F36, drive shaft F40, gear R39, rear gear 412, output shaft 42, and rear axle.

[0059] Advance to section F3, clutches B6 and G37 engage:

[0060] Engine 1 → Driveshaft A2 → Gear A4 (divided into 2 transmission paths):

[0061] First path: Gear A4 → Gear H16 → First motor 17 → First dual motor controller 19 → Second motor 15 → Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232;

[0062] Second path: Gear A4 → Gear B5 → Clutch B6 → Drive shaft B9 → First sun gear 22 → Front planetary gear 231 → Rear planetary gear 232;

[0063] Rear planetary gear 232 merges → Second sun gear 24 → Drive shaft D27 → Gear L28 → Gear Q38 → Clutch G37 → Drive shaft F40 → Gear R39 → Rear gear 412 → Output shaft 42 → Rear axle.

[0064] Advance to section F4, clutches B6 and D30 are engaged:

[0065] Engine 1 → Driveshaft A2 → Gear A4 (divided into 2 transmission paths):

[0066] First path: Gear A4 → Gear H16 → First motor 17 → First dual motor controller 19 → Second motor 15 → Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232 → Planetary carrier 25.

[0067] Second path: Gear A4 → Gear B5 → Clutch B6 → Drive shaft B9 → First sun gear 22 → Front planet gear 231 → Planet carrier 25;

[0068] Planetary carrier 25 merging → Gear K26 → Gear M29 → Clutch D30 → Drive shaft E34 → Gear O33 → Front gear 411 → Output shaft 42 → Rear axle.

[0069] Advance to section F5, clutches B6 and E31 engage:

[0070] Engine 1 → Driveshaft A2 → Gear A4 (divided into 2 transmission paths):

[0071] First path: Gear A4 → Gear H16 → First motor 17 → First dual motor controller 19 → Second motor 15 → Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232;

[0072] Second path: → Gear A4 → Gear B5 → Clutch B6 → Drive shaft B9 → First sun gear 22 → Front planetary gear 231 → Rear planetary gear 232;

[0073] Rear planetary gear 232 merges → Second sun gear 24 → Drive shaft D27 → Gear L28 → Gear N32 → Clutch E31 → Drive shaft E34 → Gear O33 → Front gear 411 → Output shaft 42 → Rear axle.

[0074] Reverse to section R1, clutches C13 and F36 engage:

[0075] Engine 1 → Driveshaft A2 → Gear A4 → Gear H16 → First Motor 17 → First Dual Motor Controller 19 → Second Motor 15 → Driveshaft C11 (divided into 2 transmission paths):

[0076] First path: Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232 → Planetary carrier 25;

[0077] Second path: Drive shaft C11 → Clutch C13 → Gear F12 → Gear C7 → Transition gear D8 → Gear E10 → Drive shaft B9 → First sun gear 22 → Front planet gear 231 → Planet carrier 25.

[0078] Planetary carrier 25 merges with gear K26, gear P35, clutch F36, drive shaft F40, gear R39, rear gear 412, output shaft 42, and rear axle.

[0079] Reverse to section R2, clutch A3 and clutch F36 engage:

[0080] Engine 1 → Driveshaft A2 (divided into 2 drive paths):

[0081] First path: Drive shaft A2 → Gear A4 → Gear H16 → First motor 17 → First dual motor controller 19 → Second motor 15 → Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232 → Planetary carrier 25.

[0082] Second path: Drive shaft A2 → Clutch A3 → Gear C7 → Transition gear D8 → Gear E10 → Drive shaft B9 → First sun gear 22 → Front planet gear 231 → Planet carrier 25.

[0083] Planetary carrier 25 merges with gear K26, gear P35, clutch F36, drive shaft F40, gear R39, rear gear 412, output shaft 42, and rear axle.

[0084] Reverse to section R3, clutch A3 and clutch G37 engage:

[0085] Engine 1 → Driveshaft A2 (divided into 2 drive paths):

[0086] First path: Drive shaft A2 → Gear A4 → Gear H16 → First motor 17 → First dual motor controller 19 → Second motor 15 → Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232.

[0087] →Drive shaft A2→Clutch A3→Gear C7→Transition gear D8→Gear E10→Drive shaft B9→First sun gear 22→Front planetary gear 231→Rear planetary gear 232;

[0088] Rear planetary gear 232 merges → Second sun gear 24 → Drive shaft D27 → Gear L28 → Gear Q38 → Clutch G37 → Drive shaft F40 → Gear R39 → Rear gear 412 → Output shaft 42 → Rear axle.

[0089] Reverse to section R4, clutch A3 and clutch D30 engage:

[0090] Engine 1 → Driveshaft A2 (divided into 2 drive paths):

[0091] First path: Drive shaft A2 → Gear A4 → Gear H16 → First motor 17 → First dual motor controller 19 → Second motor 15 → Drive shaft C11 → Gear G14 → Transition gear I18 → Gear J20 → Internal gear 21 → Rear planetary gear 232 → Planetary carrier 25.

[0092] Second path: Drive shaft A2 → Clutch A3 → Gear C7 → Transition gear D8 → Gear E10 → Drive shaft B9 → First sun gear 22 → Front planet gear 231 → Planet carrier 25.

[0093] Planetary carrier 25 merging → Gear K26 → Gear M29 → Clutch D30 → Drive shaft E34 → Gear O33 → Front gear 411 → Output shaft 42 → Rear axle.

[0094] Reverse to section R5, clutches A3 and E31 engage:

[0095] Due to excessively high vehicle speeds in this section, for safety reasons, the control system will lock the R5 section in reverse and will not allow it to operate.

[0096] The speed ranges for each section in this invention are: F1 (0~4km / h), F2 (4~12.8km / h), F3 (12.8~18.7km / h), F4 (18.7~36.8km / h), F5 (36.8~60km / h), R1 (0~4km / h), R2 (4~12.8km / h), R3 (12.8~18.7km / h), and R4 (18.7~36.8km / h). The speeds of each section are interconnected via clutch switching. After a heavy-load start, upon reaching the section switching point, the clutch automatically switches to the high-speed section, achieving stepless speed regulation.

[0097] The two output ends (planet carrier 25 and second sun gear 24) of the double planetary gear train change with the speed of engine 1 and second motor 15 as follows: Figure 2 As shown.

[0098] In sections F1 and R1, only the second motor 15 controls the double planetary gear train; these two sections are purely electric power sections. The transition between sections F1 and R1 is achieved simply by changing the rotation direction of the second motor 15, resulting in stepless speed regulation. Motor commutation control is easier and more convenient than conventional mechanical commutation, and it offers excellent smoothness, thus improving operational comfort.

[0099] In the forward section, sections F2 to F5 are power-split sections. In this section, the engine 1 and the second motor 15 jointly control the two output ends of the double planetary gear train, thus making this a hybrid power section. When the second motor 15 adjusts its speed, the speed changes of the planet carrier 25 and the second sun gear 24 are always in opposite directions. This allows the second clutch transmission system to selectively engage the gears in these four sections, thereby adjusting the speed on the output shaft 42 to a continuous speed variation. Figure 2 As can be seen, the speed of output shaft 42 becomes a continuously changing linear line. The backward segment is similar to the forward segment, so it will not be described again.

[0100] In the pure electric power section (F1 and R1 sections), the second motor 15 drives the internal gear 21 and the first sun gear 22 of the double planetary gear system via differential transmission. The large transmission ratio drives the planet carrier 25 for propulsion. For example, in the F1 section operating at 0~4km / h, calculations show that the maximum power of the second motor 15 in the F1 section, while ensuring maximum traction torque, is approximately 110kW (the rated power of the tractor in this scheme is 340hp / 250kW). The electric drive power accounts for a maximum of 44% (through...). Figure 4 (This can be clearly seen in the motor power diagram). In the hybrid power segment (F2~F5 and R2~R5 segments), engine 1 and the second motor 15 jointly control the power output of the dual planetary gear system. The input power of the dual planetary gear system is shared by engine 1 and the second motor 15, thus preventing excessive power diversion to the second motor 15 and thus requiring a high-power motor. The electric drive power accounts for a maximum of 40% in the hybrid drive. Here, we only use the F2 segment for explanation. The F2 segment operates at speeds of 4~12.8 km / h. In this segment, the second motor 15 can still ensure that the vehicle has maximum traction torque during speed adjustment, meeting the needs of heavy traction operations.

[0101] When the speed of the output shaft 42 reaches the maximum speed of the F1 section, a specific gear tooth design (the design ratio is achieved through the number of teeth on gears A4 and B5) ensures that the rotational speed of the first sun gear 22 driven by the second motor 15 is the same as the rotational speed of the first sun gear 22 driven by the engine 1 through gear B5 and clutch B6. At this point, clutch B6 is engaged, and clutch C13 is disengaged, thus smoothly entering the F2 section. Afterward, the first sun gear 22 is always driven by the engine 1, and its speed no longer changes. Then, the speed of the second motor 15 decreases from its maximum positive value until it changes to a negative value, while the speed of the planetary carrier 25 continues to increase based on the end value of the F1 section. The transition from the R1 section to the R2 section follows the same principle as the transition from the F1 section to the F2 section, and will not be elaborated further here. In the pure electric power section (F1 section and R1 section), engine 1 drives gear A4 to rotate, and through gear A4 meshing with gear H16, drives the first motor 17 to rotate, so that the first motor 17 generates electricity, thereby continuously supplying power to the second motor 15. There is no need to configure a battery. Under heavy load or uphill conditions, it can drive for a long time in the low-speed F1 section or R1 section without worrying about running out of power. Example 2

[0102] Based on Embodiment 1, this embodiment also includes a second dual-motor controller 43 and a power output port 44, such as... Figure 5 The first dual-motor controller 19 and the second dual-motor controller 43 are connected via a DC bus. The second dual-motor controller 43 outputs excess electrical energy from the intermediate cycle between the first motor 17 and the second motor 15 to the power output port 44 for use by the machine. The power distribution relationship between the first motor 17, the second motor 15, and the power output port 44 under this operating condition is as follows: Figure 6 As shown. Example 3

[0103] In this embodiment, the first motor 17 and the second motor 15 in Embodiment 1 are replaced with a hydrostatic continuously variable transmission 45, such as... Figure 7 The hydrostatic continuously variable transmission 45 internally includes a variable displacement pump 451 and a fixed displacement motor 452. The engine 1 drives the variable displacement pump 451 to rotate via gear transmission, and the variable displacement pump 451 in turn drives the motor 452. The variable displacement pump 451 functions the same as the first motor 17, and the motor 452 functions the same as the second motor 15. This embodiment is applied to scenarios where motor drive is not suitable, thus improving reliability.

[0104] The above description provides examples of the preferred embodiments of the present invention. Parts not detailed herein are common knowledge to those skilled in the art. The scope of protection of the present invention is determined by the claims. Any equivalent modifications based on the technical teachings of the present invention are also within the scope of protection of the present invention.

Claims

1. A multi-segment hybrid transmission system for agricultural machinery, characterized in that: It includes a drive shaft A (2) for power input, an output shaft (42) for power output, and a double planetary gear system. The drive shaft A (2) is connected to the engine (1). The double planetary gear system includes an internal gear (21), a double planetary gear (23), a first sun gear (22), and a second sun gear (24). The internal gear (21) meshes with the rear planetary gear (232) of the double planetary gear (23), the rear planetary gear (232) meshes with the second sun gear (24), the front planetary gear (231) of the double planetary gear (23) meshes with the first sun gear (22), and the double planetary gear (23) is rotatably mounted on the planet carrier (25). It also includes a first motor (17), a second motor (15) and an electronic control system. The second motor (15) transmits power to the internal gear (21) through gear transmission. The drive shaft of the second motor (15) is connected to the clutch C (13), and the clutch C (13) drives the first sun gear (22) to rotate. The engine (1) drives the first sun gear (22) to rotate through the first clutch transmission system. The second sun gear (24) and planet carrier (25) drive the output shaft (42) to rotate through the second clutch transmission system. The electronic control system controls the clutch C (13), the first clutch transmission system and the second clutch transmission system to realize multi-segment stepless speed change. The first clutch transmission system includes clutch A (3), clutch B (6), gear C (7), gear A (4), gear B (5), and gear E (10). Gear A (4) is fixed on the transmission shaft A (2). Gear A (4) meshes with gear B (5) for transmission. Gear C (7) is driven by the transmission shaft A (2) through clutch A (3). Gear C (7) is driven by the transmission shaft E (10) through the transition gear D (8). The first sun gear (22) is fixed on the transmission shaft B (9). Gear B (5) is driven by the transmission shaft B (9) through clutch B (6). Gear E (10) is fixed on the transmission shaft B (9). The drive shaft of the second motor (15) is connected to the transmission shaft C (11). A gear F (12) is mounted on the transmission shaft C (11). The gear F (12) drives the transmission shaft C (11) through the clutch C (13). The gear F (12) meshes with the gear C (7). A gear G (14) is fixed on the transmission shaft C (11). A gear J (20) is fixed on the internal gear (21). The gear J (20) meshes with the gear G (14) through the transition gear I (18). The second clutch transmission system includes clutches D (30), E (31), F (36), G (37), drive shafts D (27), F (40), and E (34). A second sun gear (24) is fixed to one end of drive shaft D (27), and a gear L (28) is mounted on the other end of drive shaft D (27). The planet carrier (25) is fixedly connected to gear K (26), which meshes with gear P (35). Gear P (35) is driven by drive shaft F (40) via clutch F (36). Gear L (28) meshes with gear Q (38), which is driven by drive shaft L (38) via clutch G (37). The transmission shaft F (40) drives the transmission; gear K (26) also meshes with gear M (29) and drives the transmission. Gear M (29) drives the transmission shaft E (34) through clutch D (30). Gear L (28) also meshes with gear N (32) and drives the transmission shaft E (34) through clutch E (31). Gear O (33) is fixed on the transmission shaft E (34). Double gear (41) is fixed on the output shaft (42). Gear R (39) is fixed on the transmission shaft F (40). The front gear (411) of the double gear (41) meshes with gear O (33) and drives the transmission. The rear gear (412) of the double gear (41) meshes with gear R (39) and drives the transmission.

2. The multi-segment hybrid transmission system for agricultural machinery as described in claim 1, characterized in that: The drive shaft of the first motor (17) is fixedly connected to the gear H (16), and the gear H (16) meshes with the gear A (4) for transmission. The first motor (17) and the second motor (15) are connected to the first dual-motor controller (19).

3. The multi-segment hybrid transmission system for agricultural machinery as described in claim 1, characterized in that: The transmission system is divided into different speed ranges by using different clutch engagement methods. The forward range includes F1, F2, F3, F4 and F5, and the reverse range includes R1, R2, R3, R4 and R5.

4. The multi-segment hybrid transmission system for agricultural machinery as described in claim 3, characterized in that: Speed ​​ranges for each section: F1: 0~4km / h, F2: 4~12.8km / h, F3: 12.8~18.7km / h, F4: 18.7~36.8km / h, F5: 36.8~60km / h, R1: 0~4km / h, R2: 4~12.8km / h, R3: 12.8~18.7km / h, R4: 18.7~36.8km / h.

5. The multi-segment hybrid transmission system for agricultural machinery as described in claim 2, characterized in that: It also includes a second dual-motor controller (43) and a power output port (44), and the first dual-motor controller (19) and the second dual-motor controller (43) are connected via a DC bus; The second dual-motor controller (43) outputs the excess electrical energy circulating between the first motor (17) and the second motor (15) to the power output port (44).

6. The multi-segment hybrid transmission system for agricultural machinery as described in claim 1, characterized in that: Replace the first motor (17) and the second motor (15) with a hydrostatic continuously variable transmission (45); The hydrostatic continuously variable transmission (45) contains a variable pump (451) and a fixed displacement motor (452). The engine (1) drives the variable pump (451) to rotate through gear transmission, and the variable pump (451) then drives the motor (452) to operate.

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