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

Abstract

The application relates to a multi-gear power split hybrid transmission system and a vehicle, comprising an electronic continuously variable transmission which comprises a planetary gear mechanism composed of a sun gear, a planet carrier and a ring gear, and an engine in driving connection with the planet carrier, a first motor in driving connection with the ring gear and a second motor in driving connection with the sun gear; a double power coupling mechanism which comprises a first intermediate shaft and an output shaft in driving connection with the first intermediate shaft, the first intermediate shaft being sleeved with a first driven gear in driving connection with the sun gear and a second driven gear in driving connection with the ring gear, and the first intermediate shaft being fixedly provided with a second gear shifting mechanism for combining or separating the first driven gear or the second driven gear. The transmission system can adopt three power sources for input, realizes power split and output torque superposition, is more efficient, improves the traction driving capability and efficiency of a loader working machine, and improves the fuel economy of the vehicle.

Description

Technical Field

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

[0002] Currently, four-speed automatic transmissions for loaders based on traditional hydraulic torque converters employ multi-plate clutch shifting mechanisms, which are complex, costly, and prone to overheating and sintering damage. Furthermore, traditional loader transmissions use hydraulic shift control valves for their external shifting mechanisms, which are complex, prone to hydraulic leakage and other sealing problems, and place high demands on materials and processes. This also increases the difficulty of assembling and maintaining the power transmission system, leading to higher manufacturing and maintenance costs. Summary of the Invention

[0003] In view of the shortcomings or deficiencies mentioned in the background technology above, this application provides a multi-speed power split hybrid power transmission system and vehicle to solve the problems of complex structure and high cost of the shifting mechanism of the four-speed AT transmission for loaders in the related technology.

[0004] In a first aspect, embodiments of this application provide a multi-speed power-split hybrid powertrain system, including: An electronic continuously variable transmission (CVT) includes a planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear, as well as an engine driven by the planet carrier, a first motor driven by the ring gear, and a second motor driven by the sun gear. A dual-power coupling mechanism includes a first intermediate shaft and an output shaft that is drivenly connected to the first intermediate shaft. A first driven gear that is drivenly connected to the sun gear and a second driven gear that is drivenly connected to the gear ring are loosely fitted on the first intermediate shaft. A second shifting mechanism that engages or disengages the first driven gear or the second driven gear is fixedly provided on the first intermediate shaft.

[0005] In a first aspect, in some embodiments, a planetary carrier connecting shaft is connected between the engine and the planetary carrier, and a first gear shifting mechanism is connected between the planetary carrier connecting shafts. The first gear shifting mechanism includes a planetary carrier bias gear fixed on the planetary carrier connecting shaft, a third driven gear loosely fitted on the first rotating shaft and meshing with the planetary carrier bias gear, and a first shifting mechanism for engaging or disengaging the third driven gear fixed on the first rotating shaft.

[0006] In one aspect, in some embodiments, the engine is connected to an input shaft, and a clutch is connected between the input shaft and the planetary carrier connecting shaft.

[0007] In one aspect, in some embodiments, a second rotating shaft is driven between the first rotating shaft and the output shaft, and a second gear shifting mechanism is connected between the second rotating shaft and the output shaft; The second gear shifting mechanism includes a first input gear and a second input gear fixed on the first rotating shaft, a fourth driven gear and a fifth driven gear loosely fitted on the second rotating shaft, the first input gear and the fourth driven gear being meshed with each other, the second input gear and the fifth driven gear being meshed with each other, and a third shifting mechanism for engaging or disengaging the fourth driven gear or the fifth driven gear being fixedly provided on the second rotating shaft.

[0008] In some embodiments, a main reduction input gear is fixed on the second intermediate shaft, and a main reduction driven gear is fixed on the output shaft; The diameter of the main reduction input gear is smaller than the diameter of the main reduction driven gear. The main reduction input gear and the main reduction driven gear are meshed together or connected through a main reduction idler gear.

[0009] In a first aspect, in some embodiments, the sun gear is connected to a sun gear connecting shaft, the gear ring is connected to a gear ring connecting shaft, and the gear ring connecting shaft is loosely fitted around the outer periphery of the sun gear connecting shaft and extends to the outside of the gear ring connecting shaft at one end; A gear ring offset gear that meshes with the second driven gear is fixed on the gear ring connecting shaft, and a sun gear offset gear that meshes with the first driven gear is fixed on the sun gear connecting shaft.

[0010] In some embodiments, the first motor and the gear ring connecting shaft are coaxially connected to each other, or the first motor is biased to the gear ring connecting shaft through a first bias gear mechanism. The second motor is coaxially connected to the sun gear connecting shaft, or the second motor is biased to the sun gear connecting shaft through a second bias gear mechanism.

[0011] In a first aspect, in some embodiments, the first bias gear mechanism includes a first motor input gear connected to the first motor, wherein the first motor input gear is meshed with the gear ring bias gear or is connected via a first motor idler gear.

[0012] In a first aspect, in some embodiments, the second bias gear mechanism includes a second motor input gear connected to the second motor, the second motor input gear being meshed with the sun gear bias gear or being connected via a second motor idler gear.

[0013] Secondly, embodiments of this application provide a vehicle, including: The multi-speed power split hybrid powertrain system described in any of the above.

[0014] The beneficial effects of the technical solution provided in this application include: This application provides a multi-speed power split hybrid power transmission system and vehicle. Due to the electronic continuously variable transmission, it includes a planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear, as well as an engine driven by the planet carrier, a first motor driven by the ring gear, and a second motor driven by the sun gear. A dual-power coupling mechanism includes a first intermediate shaft and an output shaft that is drivenly connected to the first intermediate shaft. A first driven gear that is drivenly connected to the sun gear and a second driven gear that is drivenly connected to the gear ring are loosely fitted on the first intermediate shaft. A second shifting mechanism that engages or disengages the first driven gear or the second driven gear is fixedly provided on the first intermediate shaft.

[0015] Therefore, the engine's power can be split to either the first or second motor via a planetary gear mechanism. The mechanically split power, after being split by one of the motors, is then transmitted to the first transfer shaft via a second shift mechanism. The other motor can function as a speed-regulating motor, allowing the engine to operate in its high-efficiency range. The second shift mechanism provides two independent transmission paths, and the final linked power is output through the output shaft. The hybrid power transmission system of this application can employ three power sources, achieving power splitting and output torque superposition, making the transmission system more efficient, improving the mechanical traction and driving capability and efficiency of the loader vehicle, while also improving fuel economy. It features a simple and compact structure and low cost. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the hybrid powertrain system according to an embodiment of this application.

[0018] The attached diagram lists the components represented by each number as follows: 1. Engine; 2. Planetary gear mechanism; 2S, Sun gear; 2C, Planetary carrier; 2R, Ring gear; 3. First motor; 4. Second motor; 5. First shifting mechanism; 6. Second shifting mechanism; 7. Third shifting mechanism; 10. Input shaft; 11. Clutch; 20. Planetary carrier connecting shaft; 30. Ring gear connecting shaft; 40. Sun gear connecting shaft; 50. First intermediate shaft; 60. Second intermediate shaft; 70. Output shaft; 21. Planetary carrier bias gear; 31. Ring gear bias gear; 32. First motor input gear; 32D. First motor idler gear; 41. Sun gear bias gear; 42. Second motor input gear; 42D. Second motor idler gear; 51. First input gear; 52. Second input gear; 53. First driven gear; 54. Second driven gear; 55. Third driven gear; 61. Main reduction input gear; 62. Fourth driven gear; 63. Fifth driven gear; 61D. Main reduction idler gear; 71. Main reduction driven gear. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] In view of the shortcomings or deficiencies mentioned in the background technology above, this application provides a multi-speed power split hybrid power transmission system and vehicle to solve the problems of complex structure and high cost of the shifting mechanism of the four-speed AT transmission for loaders in the related technology.

[0021] See Figure 1 As shown, the first aspect of this application provides a multi-speed power-split hybrid powertrain system, including: An electronic continuously variable transmission includes a planetary gear mechanism 2 consisting of a sun gear 2S, a planet carrier 2C, and a ring gear 2R, as well as an engine 1 that is driven to the planet carrier 2C, a first motor 3 that is driven to the ring gear 2R, and a second motor 4 that is driven to the sun gear 2S. The dual-power coupling mechanism includes a first central shaft 50 and an output shaft 70 that is driven by the first central shaft 50. The first central shaft 50 is loosely fitted with a first driven gear 53 that is driven by the sun gear 2S and a second driven gear 54 that is driven by the gear ring 2R. A second shifting mechanism 6 is fixedly provided on the first central shaft 50 to engage or disengage the first driven gear 53 or the second driven gear 54.

[0022] The multi-speed power-split hybrid powertrain system of this application embodiment achieves the function of an electric torque converter by electronically splitting the power input of engine 1 and using a drive motor to superimpose the torque output. Simultaneously, it adjusts the engine's operating range, ensuring it continuously operates in its high-efficiency zone.

[0023] Specifically, the second shifting mechanism 6 can selectively engage with either the first driven gear 53 or the second driven gear 54, thereby selectively realizing the power input to the first intermediate shaft 50, and ultimately selectively realizing the mechanical split power of the engine 1 to be transmitted to the output shaft 70 according to different gears. During vehicle operation, the engine 1, the first motor 3, and the second motor 4 can work together according to different operating conditions.

[0024] When the vehicle is traveling at medium to high speeds or when greater power is required, engine 1 operates, transmitting power to planetary carrier 2C. The second shift mechanism 6 engages with the second driven gear 54. At this time, the first motor 3 can perform power compensation or energy recovery, and the second motor 4 can adjust its speed. According to the vehicle's driving needs, the second motor 4 adjusts its own speed, allowing engine 1 to operate in the high-efficiency range, thereby changing the speed of the sun gear 2S, and thus controlling the speed of the ring gear 2R, achieving continuously variable transmission (CVT) for engine 1.

[0025] Alternatively, the second shifting mechanism 6 engages with the first driven gear 53. In this case, the second motor 4 can perform power compensation or energy recovery, and the first motor 3 can adjust its speed. According to the driving needs of the vehicle, the first motor 3 adjusts its own speed so that the engine 1 can work in the high-efficiency range, thereby changing the speed of the ring gear 2R, and then controlling the speed of the sun gear 2S to achieve continuously variable transmission of the engine 1.

[0026] In the above process, engine 1, first motor 3 and second motor 4 can work together to provide power to the vehicle, realizing hybrid drive, improving power performance and fuel economy, and the system structure is simple, compact and low cost.

[0027] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The engine 1 of the multi-speed power split hybrid power transmission system is connected to the planetary carrier 2C by a planetary carrier connecting shaft 20, and a first gear shifting mechanism is connected between the planetary carrier connecting shafts 20. The first gear shifting mechanism includes a planetary carrier bias gear 21 fixed on the planetary carrier connecting shaft 20, a third driven gear 55 loosely fitted on the first central rotating shaft 50 and meshing with the planetary carrier bias gear 21, and a first shifting mechanism 5 for engaging or disengaging the third driven gear 55 fixed on the first central rotating shaft 50.

[0028] In this embodiment, the first gear shifting mechanism can directly transmit the power of the engine 1 to the first central shaft 50, and provide dynamic compensation when the second shifting mechanism 6 shifts gears, so as to realize shifting without power interruption.

[0029] Specifically, when the first shift mechanism 5 engages with the third driven gear 55, the engine 1 drives the third driven gear 55 to rotate through the planetary carrier bias gear 21, which in turn drives the first central shaft 50 to rotate through the first shift mechanism 5, and finally drives the output shaft 70 to rotate.

[0030] In this way, during the shift control process when the first motor 3 or the second motor 4 disengages through the second shift mechanism 6, the engine 1 remains in gear drive through the first shift mechanism 5, thereby achieving uninterrupted shift control of the first motor 3 or the second motor 4; conversely, during the shift process of the first shift mechanism 5, the engine 1 can maintain power drive through the gear linkage of the second shift mechanism 6, thereby achieving uninterrupted shift control of the engine 1.

[0031] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The engine 1 of the multi-speed power split hybrid power transmission system is connected to an input shaft 10, and a clutch 11 is connected between the input shaft 10 and the planetary carrier connecting shaft 20.

[0032] In this embodiment of the application, the engine 1 is fixedly connected to an input shaft 10 that is coaxially arranged with the planetary carrier connecting shaft 20. A clutch 11 is connected between the input shaft 10 and the planetary carrier connecting shaft 20. By engaging and disengaging the clutch 11, the power transmission and interruption between the input shaft 10 and the planetary carrier connecting shaft 20 can be realized.

[0033] When the clutch 11 is disengaged, the power transmission between the input shaft 10 and the planetary carrier connecting shaft 20 is interrupted. By selectively engaging the first driven gear 53 or the second driven gear 54 through the second shifting mechanism 6, the output shaft 70 can be driven by the first motor 3 or the second motor 4 to achieve a pure electric drive mode.

[0034] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first intermediate shaft 50 and the output shaft 70 of the multi-speed power split hybrid power transmission system are connected by a second intermediate shaft 60, and a second gear shifting mechanism is connected between the second intermediate shaft 60 and the output shaft 70. The second gear shifting mechanism includes a first input gear 51 and a second input gear 52 fixed on the first central shaft 50, a fourth driven gear 62 and a fifth driven gear 63 loosely fitted on the second central shaft 60, the first input gear 51 and the fourth driven gear 62 being meshed with each other, the second input gear 52 and the fifth driven gear 63 being meshed with each other, and a third shifting mechanism 7 for engaging or disengaging the fourth driven gear 62 or the fifth driven gear 63 being fixed on the second central shaft 60.

[0035] In this embodiment of the application, a second intermediate shaft 60 is connected between the first intermediate shaft 50 and the output shaft 70, and a second gear shifting mechanism is connected between the second intermediate shaft 60 and the output shaft 70. In conjunction with the first shifting mechanism 5 and the second shifting mechanism 6, a multi-speed drive mode can be realized.

[0036] The third shifting mechanism 7 of the second gear shifting mechanism can selectively engage the fourth driven gear 62 or the fifth driven gear 63, wherein the diameter of the fourth driven gear 62 is smaller than the diameter of the fifth driven gear 63; the power of the first intermediate shaft 50 is transmitted to the second intermediate shaft 60 through the first input gear 51 and the fourth driven gear 62, or the power of the first intermediate shaft 50 is transmitted to the second intermediate shaft 60 through the second input gear 52 and the fifth driven gear 63, and finally the power is output through the output shaft 70.

[0037] Firstly, in some alternative embodiments: see Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The second intermediate shaft 60 of the multi-speed power split hybrid power transmission system is fixed with a main reduction input gear 61, and the output shaft 70 is fixed with a main reduction driven gear 71. The diameter of the main reduction input gear 61 is smaller than the diameter of the main reduction driven gear 71. The main reduction input gear 61 and the main reduction driven gear 71 are meshed together or connected through the main reduction idler gear 61D.

[0038] In this embodiment, the main reduction idler gear 61D is simultaneously meshed with the main reduction input gear 61 and the main reduction driven gear 71. The diameter of the main reduction input gear 61 is smaller than the diameter of the main reduction driven gear 71, which can reduce speed and increase torque, thereby increasing the output torque of the output shaft 70.

[0039] In some other embodiments, the main reduction idler gear 61D may be omitted, and the main reduction input gear 61 and the main reduction driven gear 71 may be directly meshed with each other, simplifying the system structure.

[0040] Firstly, in some alternative embodiments: see Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The sun gear 2S of the multi-speed power split hybrid power transmission system is connected to the sun gear connecting shaft 40, and the gear ring 2R is connected to the gear ring connecting shaft 30. The gear ring connecting shaft 30 is loosely fitted around the outer periphery of the sun gear connecting shaft 40 and one end extends to the outside of the gear ring connecting shaft 30. A gear ring bias gear 31 that meshes with the second driven gear 54 is fixed on the gear ring connecting shaft 30, and a sun gear bias gear 41 that meshes with the first driven gear 53 is fixed on the sun gear connecting shaft 40.

[0041] In this embodiment of the application, the sun gear 2S is coaxially and fixedly connected to the sun gear connecting shaft 40, and the gear ring 2R is coaxially and fixedly connected to the gear ring connecting shaft 30. The gear ring connecting shaft 30 is loosely fitted around the outer periphery of the sun gear connecting shaft 40 and one end extends to the outside of the gear ring connecting shaft 30, which facilitates the arrangement of the sun gear offset gear 41. The gear ring connecting shaft 30 is driven by the gear ring bias gear 31 meshing with the second driven gear 54, and the sun gear connecting shaft 40 is driven by the sun gear bias gear 41 meshing with the first driven gear 53. The above structure has the advantages of being simple and compact, which facilitates the spatial arrangement of the system.

[0042] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first motor 3 of the multi-speed power split hybrid power transmission system is coaxially connected to the gear ring connecting shaft 30, or the first motor 3 is biased to the gear ring connecting shaft 30 through a first bias gear mechanism. The second motor 4 is coaxially connected to the sun gear connecting shaft 40, or the second motor 4 is biasedly connected to the sun gear connecting shaft 40 through the second bias gear mechanism.

[0043] In this embodiment, the first motor 3 and the second motor 4 can be offset relative to the engine 1 through the first offset gear mechanism and the second offset gear mechanism, respectively, which facilitates the spatial arrangement of the system.

[0044] For heavy loaders with high traction requirements, the first motor 3 and the second motor 4 are offset, which can effectively reduce the torque requirements of the first motor 3 and the second motor 4, thus reducing the weight and cost of the first motor 3 and the second motor 4 assembly.

[0045] In other embodiments, the first motor 3 can be coaxially connected to the gear ring connecting shaft 30, and the second motor 4 can be coaxially connected to the sun gear connecting shaft 40, thus eliminating the first and second bias gear mechanisms mentioned above, thereby simplifying the transmission system structure of the above embodiments.

[0046] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The first bias gear mechanism of the multi-speed power split hybrid power transmission system includes a first motor input gear 32 connected to a first motor 3. The first motor input gear 32 is meshed with a gear ring bias gear 31 or is driven by a first motor idler gear 32D.

[0047] In this embodiment, the first motor idler gear 32D simultaneously meshes with the first motor input gear 32 and the gear ring offset gear 31, which can offset the first motor 3 relative to the engine 1. Furthermore, the diameter of the first motor input gear 32 is smaller than the diameter of the gear ring offset gear 31, which can achieve a single-stage reduction between the first motor 3 and the gear ring connecting shaft 30, thereby increasing the torque.

[0048] In other embodiments, where space allows, the first motor input gear 32 and the gear ring offset gear 31 are directly meshed with each other, eliminating the need for the first motor idler gear 32D and simplifying the transmission system structure.

[0049] Firstly, in some alternative embodiments: see... Figure 1 As shown, this application embodiment provides a multi-speed power split hybrid power transmission system. The second bias gear mechanism of the multi-speed power split hybrid power transmission system includes a second motor input gear 42 connected to a second motor 4. The second motor input gear 42 is meshed with the sun gear bias gear 41 or is driven by the second motor idler gear 42D.

[0050] In this embodiment, the second motor idler gear 42D simultaneously meshes with the second motor input gear 42 and the sun gear bias gear 41, which can offset the second motor 4 relative to the engine 1. Furthermore, the diameter of the second motor input gear 42 is smaller than the diameter of the sun gear bias gear 41, which can achieve a single-stage reduction between the second motor 4 and the sun gear connecting shaft 40, thereby increasing the torque.

[0051] In other embodiments, where space permits, the second motor input gear 42 and the sun gear bias gear 41 are directly meshed with each other, eliminating the need for the second motor idler gear 42D and simplifying the transmission system structure.

[0052] The following text is incomplete and cannot be translated. Figure 1 The driving modes of the multi-speed power split hybrid power transmission system of this application are illustrated using an example.

[0053] First gear transmission route: Engine 1 - Input shaft 10 - Clutch 11 - Planetary carrier connecting shaft 20 - Planetary carrier 2C - Ring gear 2R - Ring gear connecting shaft 30 - Ring gear offset gear 31 - Second driven gear 54 - Second shift mechanism 6 - First intermediate shaft 50 - Second input gear 52 - Fifth driven gear 63 - Third shift mechanism 7 - Second intermediate shaft 60 - Main reduction input gear 61 - Main reduction idler gear 61D - Main reduction driven gear 71 - Output shaft 70; At this time, the first motor 3 can perform power compensation and energy recovery, and the second motor 4 can adjust the speed, so that the engine 1 can work in the high-efficiency range.

[0054] Second gear transmission route: Engine 1 - Input shaft 10 - Clutch 11 - Planetary carrier connecting shaft 20 - Planetary carrier offset gear 21 - Third driven gear 55 - First shift mechanism 5 - First intermediate shaft 50 - Second input gear 52 - Fifth driven gear 63 - Third shift mechanism 7 - Second intermediate shaft 60 - Main reduction input gear 61 - Main reduction idler gear 61D - Main reduction driven gear 71 - Output shaft 70; At this point, by changing the engagement position of the second shifting mechanism 6, the connection between the first motor 3 and the second motor 4 can be changed, thereby achieving power compensation and energy recovery.

[0055] The three-speed transmission route is as follows: Engine 1 - Input shaft 10 - Clutch 11 - Planetary carrier connecting shaft 20 - Planetary carrier 2C - Sun gear 2S - Sun gear connecting shaft 40 - Sun gear offset gear 41 - First driven gear 53 - Second shift mechanism 6 - First intermediate shaft 50 - Second input gear 52 - Fifth driven gear 63 - Third shift mechanism 7 - Second intermediate shaft 60 - Main reduction input gear 61 - Main reduction idler gear 61D - Main reduction driven gear 71 - Output shaft 70; At this time, the second motor 4 can perform power compensation and energy recovery, and the first motor 3 can adjust the speed so that the engine 1 can work in the high-efficiency range.

[0056] Fourth gear transmission route: Engine 1 - Input shaft 10 - Clutch 11 - Planetary carrier connecting shaft 20 - Planetary carrier offset gear 21 - Third driven gear 55 - First shift mechanism 5 - First intermediate shaft 50 - First input gear 51 - Fourth driven gear 62 - Third shift mechanism 7 - Second intermediate shaft 60 - Main reduction input gear 61 - Main reduction idler gear 61D - Main reduction driven gear 71 - Output shaft 70; At this point, by changing the engagement position of the second shifting mechanism 6, the connection between the first motor 3 and the second motor 4 can be changed, thereby achieving power compensation and energy recovery.

[0057] Fifth gear transmission route: Engine 1 - Input shaft 10 - Clutch 11 - Planetary carrier connecting shaft 20 - Planetary carrier 2C - Sun gear 2S - Sun gear connecting shaft 40 - Sun gear offset gear 41 - First driven gear 53 - Second shift mechanism 6 - First intermediate shaft 50 - First input gear 51 - Fourth driven gear 62 - Third shift mechanism 7 - Second intermediate shaft 60 - Main reduction input gear 61 - Main reduction idler gear 61D - Main reduction driven gear 71 - Output shaft 70; At this time, the second motor 4 can perform power compensation and energy recovery, and the first motor 3 can adjust the speed so that the engine 1 can work in the high-efficiency range.

[0058] In some alternative embodiments, see Figure 1As shown in the figure, this application embodiment provides a multi-speed power split hybrid power transmission system. The multi-speed power split hybrid power transmission system also includes multiple speed sensors for monitoring engine speed, first motor speed, second motor speed and output shaft speed. All multiple speed sensors are connected to the transmission controller. The first motor 3 and the second motor 4 are both connected to the transmission controller.

[0059] The transmission controller receives signals of engine speed, first motor speed, second motor speed, and output shaft speed, and controls the speeds of the first motor 3 and second motor 4 based on the current shift signal to keep the shift speed difference within a set threshold range. When the first shift mechanism 5 and the second shift mechanism 6 need to shift gears, the transmission controller can obtain the engine speed, first motor speed, second motor speed, and output shaft speed.

[0060] The gearbox controller can achieve closed-loop control of the shift gear speed by controlling the speed changes of the first motor 3 and the second motor 4, so that the speed difference between the driving end and the driven end of the shift gear is controlled within the set speed difference threshold, thereby simplifying the first shift mechanism 5 and the second shift mechanism 6. The first shift mechanism 5 and the second shift mechanism 6 can use a more simplified meshing sleeve shift mechanism or a dog tooth shift mechanism to replace the synchronizer shift mechanism.

[0061] See Figure 1 As shown, a second aspect of the present application provides a vehicle including a multi-speed power split hybrid power transmission system of any of the above embodiments. The vehicle is preferably, but not limited to, a loader, a sweeper, a tractor, or a water truck, etc.

[0062] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0063] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0064] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A multi-speed power-split hybrid power transmission system, characterized in that, include: An electronic continuously variable transmission includes a planetary gear mechanism (2) consisting of a sun gear (2S), a planet carrier (2C) and a ring gear (2R), an engine (1) driven by the planet carrier (2C), a first motor (3) driven by the ring gear (2R), and a second motor (4) driven by the sun gear (2S). The dual-power coupling mechanism includes a first central shaft (50) and an output shaft (70) that is drivenly connected to the first central shaft (50). The first central shaft (50) is loosely fitted with a first driven gear (53) that is drivenly connected to the sun gear (2S) and a second driven gear (54) that is drivenly connected to the gear ring (2R). A second shifting mechanism (6) that engages or disengages the first driven gear (53) or the second driven gear (54) is fixedly provided on the first central shaft (50).

2. The multi-speed power-split hybrid powertrain system as described in claim 1, characterized in that: The engine (1) is connected to the planetary carrier (2C) by a planetary carrier connecting shaft (20), and a first gear shifting mechanism is connected between the planetary carrier connecting shafts (20); The first gear shifting mechanism includes a planetary carrier bias gear (21) fixed on the planetary carrier connecting shaft (20), a third driven gear (55) loosely fitted on the first central shaft (50) and meshing with the planetary carrier bias gear (21), and a first shifting mechanism (5) fixed on the first central shaft (50) to engage or disengage the third driven gear (55).

3. The multi-speed power split hybrid power transmission system as described in claim 2, characterized in that: The engine (1) is connected to an input shaft (10), and a clutch (11) is connected between the input shaft (10) and the planetary carrier connecting shaft (20).

4. The multi-speed power-split hybrid powertrain system as described in any one of claims 1 to 3, characterized in that: A second rotating shaft (60) is connected between the first rotating shaft (50) and the output shaft (70), and a second gear shifting mechanism is connected between the second rotating shaft (60) and the output shaft (70); The second gear shifting mechanism includes a first input gear (51) and a second input gear (52) fixed on the first central shaft (50), a fourth driven gear (62) and a fifth driven gear (63) loosely fitted on the second central shaft (60), the first input gear (51) meshing with the fourth driven gear (62), the second input gear (52) meshing with the fifth driven gear (63), and a third shifting mechanism (7) fixed on the second central shaft (60) to engage or disengage the fourth driven gear (62) or the fifth driven gear (63).

5. The multi-speed power-split hybrid powertrain system as described in claim 4, characterized in that: The second intermediate shaft (60) is fixed with a main reduction input gear (61), and the output shaft (70) is fixed with a main reduction driven gear (71). The diameter of the main reduction input gear (61) is smaller than the diameter of the main reduction driven gear (71). The main reduction input gear (61) and the main reduction driven gear (71) are meshed together or connected by transmission through the main reduction idler gear (61D).

6. The multi-speed power-split hybrid powertrain system as described in claim 1, characterized in that: The sun gear (2S) is connected to a sun gear connecting shaft (40), and the gear ring (2R) is connected to a gear ring connecting shaft (30). The gear ring connecting shaft (30) is loosely fitted around the outer periphery of the sun gear connecting shaft (40) and one end extends to the outside of the gear ring connecting shaft (30). A gear ring offset gear (31) that meshes with the second driven gear (54) is fixed on the gear ring connecting shaft (30), and a sun gear offset gear (41) that meshes with the first driven gear (53) is fixed on the sun gear connecting shaft (40).

7. The multi-speed power-split hybrid power transmission system as described in claim 6, characterized in that: The first motor (3) is coaxially connected to the gear ring connecting shaft (30), or the first motor (3) is biased to the gear ring connecting shaft (30) through a first bias gear mechanism. The second motor (4) is coaxially connected to the sun gear connecting shaft (40), or the second motor (4) is biased to the sun gear connecting shaft (40) through a second bias gear mechanism.

8. The multi-speed power split hybrid power transmission system as described in claim 7, characterized in that: The first bias gear mechanism includes a first motor input gear (32) connected to the first motor (3). The first motor input gear (32) meshes with the gear ring bias gear (31) or is driven by the first motor idler gear (32D).

9. The multi-speed power split hybrid power transmission system as described in claim 7, characterized in that: The second bias gear mechanism includes a second motor input gear (42) connected to the second motor (4). The second motor input gear (42) is meshed with the sun gear bias gear (41) or driven by the second motor idler gear (42D).

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

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