Independent power split transmission drivetrain and method for electric vehicles

Abstract

The present invention provides an independent power split transmission drivetrain and a method thereof for electric vehicles. [Solution] The present invention provides an independent power split transmission drivetrain for an electric vehicle, comprising: at least two prime movers, including a first motor M1 that drives multiple wheels and a second motor that drives a power take-off (PTO); a transmission unit including a two-stage reduction gearbox that splits power between the front axle (101) and the rear axle (102) using multiple traction gear pairs (GP1, GP2, GP3, GP4, GP5, GP6, and GP7) and between the mid-PTO and the rear PTO using multiple PTO gear pairs; a flexible coupling C1 that connects the output shafts of the first motor M1 and the second motor to the transmission unit; and a shift sleeve S1 configured to be incorporated between the traction gear pairs GP1 and GP2. Advantageously, the present invention improves the versatility and efficiency of EVs.

Description

Technical Field

[0001] The present invention relates to a drive train architecture. More specifically, the present invention relates to an independent power split transmission drive train for an electric vehicle (EV), specifically for an electric tractor, which provides an independent road speed and an infinite power take-off (PTO) speed. Advantageously, the present invention enhances the versatility and efficiency of the EV and provides a more robust and flexible power distribution system by overcoming the problem of speed interdependence.

Background Art

[0002] Electric tractors represent a major advancement in agricultural technology by combining the principles of electric vehicle (EV) architecture with the specific needs of agricultural work. The architecture of electric tractors is designed to optimize on-site efficiency and sustainability. Unlike conventional tractors that rely on internal combustion engines (ICEs), electric tractors have a power train with fewer moving parts and a simpler design, resulting in reduced maintenance requirements and quieter operation. The absence of an exhaust system emphasizes zero-emission capabilities, making it an environmentally friendly option for farmers.

[0003] For example, the power train of an electric tractor typically consists of a high-voltage battery pack, an inverter, and a motor controller. In many cases, the battery pack, composed of lithium-ion batteries, stores electrical energy and supplies power to the vehicle. The inverter, which converts DC power from the battery pack to AC power, is connected to the motor controller. The motor controller manages the flow of electrical energy to the electric motor that propels the tractor. In addition to the power train, the EV architecture also includes an advanced electronic control unit (ECU) that manages various vehicle systems such as traction control, brakes, and infotainment.

[0004] Some of the prior art is as follows.

[0005] Patent Document 1 discloses a tractor having a PTO system, comprising: a plurality of wheels; a vehicle body supported by the plurality of wheels; an engine supported on the vehicle body; a rear PTO shaft located at the rear of the vehicle body to transmit power from the engine; a mid-PTO shaft located below the vehicle body to transmit power from the engine; a PTO mode selection device having a first position for transmitting power only to the rear PTO shaft, a second position for transmitting power to both the rear PTO shaft and the mid-PTO shaft, and a third position for transmitting power only to the mid-PTO shaft; a PTO clutch located on a transmission line upstream of the PTO mode selection device and switchable between an engaged position and an unengaged position; and a limiting mechanism that prevents the PTO mode selection device from being changed when the PTO clutch is in the engaged position, and allows the PTO mode selection device to be changed when the PTO clutch is in the unengaged position.

[0006] Patent Document 2 discloses an electric drivetrain comprising first and second motor-generators rotatably coupled to a planetary assembly rotatably coupled to a drive axle via an output gear, and a method for operating the drivetrain. The system further includes a controller configured to operate the first and second motor-generators in motor mode or generator mode, respectively, during a first operating condition, and to hold the output gear at zero speed.

[0007] Patent Document 3 discloses an electric driveline system and a method of operating the electric driveline system, which includes an electric drive unit comprising a planetary gear set including a first gear set component rotatably coupled to a first electric machine and a second electric machine. The electric drive unit further includes an output shaft rotatably coupled to a second gear set component of the planetary gear set, a first friction clutch configured to selectively brake a third gear set component of the planetary gear set, and a second friction clutch configured to selectively couple the first gear set component to the output shaft.

[0008] Conventional electric drivetrains for EVs, as discussed in prior art, typically feature electric motors connected to the wheels via a single drivetrain, with power output divided between traction and PTO functions. This means that the PTO speed must be limited by the road speed because the electric motor can only generate a limited amount of torque. This limitation restricts the ability to control the PTO speed independently of road speed, which can be a challenge in applications such as tractors and field equipment.

[0009] Therefore, an improved independent power split transmission drivetrain is needed for electric vehicles that provides 100% power split to both the traction and PTO drive, enabling higher PTO speeds, improving traction performance, and being suitable for a variety of tractor and field applications. [Prior art documents] [Patent Documents]

[0010] [Patent Document 1] US Patent No. 7421917 (B2) [Patent Document 2] US Patent No. 11981213 (B2) [Patent Document 3] U.S. Patent Application Publication No. 20230099321(A1) [Overview of the project] [Problems that the invention aims to solve]

[0011] The main objective of the present invention is to provide an independent power split transmission drivetrain for electric vehicles (EVs) that enables higher PTO speeds and is therefore suitable for applications requiring high-speed PTO operation.

[0012] Another object of the present invention is to provide an independent power split transmission drivetrain that supplies dedicated power to the wheels and improves traction and stability on uneven or slippery surfaces.

[0013] Another object of the present invention is to provide an independent power split transmission drivetrain that can optimize power distribution to each drive, reduce energy waste, and increase overall efficiency.

[0014] Another object of the present invention is to provide an independent power split transmission drivetrain that splits power between the front and rear wheels in a 4WD system, or between the left and right wheels in a 2WD system. [Means for solving the problem]

[0015] A main aspect of the present invention is to provide an independent power split transmission drivetrain (100) for an electric vehicle (EV), comprising: at least two prime movers, including a first motor M1 for driving multiple wheels and a second motor M2 for driving a power take-off (PTO); a transmission unit including a two-stage reduction gearbox that splits power between the front and rear axles using multiple traction gear pairs (GP1, GP2, GP3, GP4, GP5, and GP6) and between the mid-PTO and rear PTO using multiple PTO gear pairs (GP7, GP8, GP9, and GP10); a flexible coupling C1 connecting the output shafts of the first motor M1 and the second motor M2 to the transmission unit; and a shift sleeve S1 configured to be incorporated between the traction gear pairs GP1 and GP2. When the vehicle is switched on, the two-stage reduction gearbox is configured to be in the neutral position, and the traction gear pairs GP1 and GP2 rotate freely without engaging with the output shafts.

[0016] The independent power split transmission drivetrain (100) operating in the following modes is: (i) A two-wheel drive (2WD) mode in which a first motor M1 drives the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 rotates, power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and based on the user selection of the direction of shift using the range shift lever, the shift sleeve S1 engages with either the traction gear pair GP1 or GP2, and when the shift sleeve S1 engages with either GP1 or GP2, power is transmitted from either GP1 or GP2 to GP3 and GP7 to drive the rear wheels and power is supplied to the rear axle (102), (ii) In a four-wheel drive (4WD) mode, the first motor M1 drives both the front axle (101) and the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 rotates, and power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and when the user selects a high range speed using the range shift lever, the shift sleeve S1 engages with either the traction gear pair GP1 or GP2 based on the direction of the shift, and when the shift sleeve S1 engages with either GP1 or GP2, power is transmitted from GP1 to GP3 to GP7 or GP2 to GP3 to GP7 to drive the rear wheels, supplying power to the rear axle (102), and at the same time, when the shift sleeve S2 engages, power is transmitted from GP3 to GP4 to GP5 to GP6 to drive the front wheels, supplying power to the front axle (102), (iii) In PTO motor mode, when the second motor M2 drives the PTO and the electric lever is operated, the output shaft of the second motor M2 rotates, power is transmitted from the second motor M2 to the traction gear pair GP8 and GP11, when the shift sleeve S3 engages with GP8, power is transmitted from GP8 to GP9 and GP10 to power the mid PTO, when the shift sleeve S4 engages with GP11, GP11 directly powers the rear PTO, and when the shift sleeves S3 and S4 engage with GP8 and GP11, power is supplied to both the mid PTO and the rear PTO. Includes.

[0017] Another aspect of the present invention provides a method for operating an independent power split transmission drivetrain (100) for an electric vehicle (EV), the method being: a. In two-wheel drive (2WD) mode: The first motor M1 drives the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 is rotated, transmitting power from the first motor M1 to the traction gear pair GP1 and GP2, and based on the user selection of the direction of shift using the range shift lever, the shift sleeve S1 is engaged with either the traction gear pair GP1 or GP2, and when the shift sleeve S1 is engaged with either GP1 or GP2, power is transmitted from either GP1 or GP2 to GP3 and GP7 to drive the rear wheels and supply power to the rear axle (102), and b. During four-wheel drive (4WD) mode: The first motor M1 drives both the front axle (101) and the rear axle (102). When the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 is rotated, transmitting power from the first motor M1 to the traction gear pair GP1 and GP2. If the user selects a high-range speed using the range shift lever, the shift sleeve S1 is engaged with either the traction gear pair GP1 or GP2 based on the direction of the shift. When the shift sleeve S1 is engaged with either GP1 or GP2, power is transmitted from GP1 to GP3 to GP7 or GP2 to GP3 to GP7 to drive the rear wheels, supplying power to the rear axle (102). Simultaneously, when the shift sleeve S2 is engaged, power is transmitted from GP3 to GP4 to GP5 to GP6 to drive the front wheels, supplying power to the front axle (102). c. (iii) During the PTO motor mode: Drive the PTO by the second motor M2. When the electric lever is actuated, rotate the output shaft of the second motor M2, transmit power from the second motor M2 to the traction gear pairs GP8 and GP11. When the shift sleeve S3 engages with GP8, transmit power from GP8 to GP9 to GP10 to supply power to the mid PTO. When the shift sleeve S4 engages with GP11, directly supply power to the rear PTO by GP11. When the shift sleeves S3 and S4 engage with GP8 and GP11, supply power to both the mid PTO and the rear PTO, and including.

Brief Description of the Drawings

[0018] [Figure 1] It is a schematic diagram of an independent power split transmission drive train for an electric vehicle (EV) in the 2WD configuration mode according to the present invention. [Figure 2] It is a schematic diagram of an independent power split transmission drive train for an electric vehicle (EV) in the 4WD configuration mode according to the present invention. [Figure 3] It is a schematic diagram of an independent power split transmission drive train for an electric vehicle (EV) in the PTO configuration mode. [Figure 4] It is a diagram of an independent power split transmission drive train for an electric vehicle (EV) according to the present invention. [Figure 5] It is a diagram of an independent power split transmission drive train for an electric vehicle (EV) according to the present invention.

Modes for Carrying Out the Invention

[0019] The present invention embodied by "Independent Power Split Transmission Drive Train (100) and Method Thereof for an Electric Vehicle (EV)" simply meets the above needs in the art. The present invention has the objectives arising from the above needs, and the said objectives are listed above in this specification.

[0020] [[ID=The following description relates to an independent power split transmission drivetrain (100) and a method thereof for electric vehicles (EVs). However, as far as the objects(s) of the present invention are enumerated, it will be apparent to those skilled in the art that these enumerated objects(s) are not exhaustive of the entire invention and are included only for illustrative purposes. Furthermore, the present invention includes, within its scope and authority, any structural substitute(s) and / or any functional equivalent(s), even if such structural substitute(s) and / or any functional equivalent(s) are not expressly mentioned elsewhere in this specification or disclosure. Accordingly, the present invention also includes, within its scope and authority, any improvements / modifications(s) applicable to structural substitute(s) / functional substitute(s). The present invention can be embodied in other specific forms(s) without departing from its essential characteristics.

[0021] Furthermore, the terms and phrases used herein are not intended to be limiting, but rather to provide a clear and understandable explanation. Throughout this specification, the use of the word “comprise” and variations such as “comprises” and “comprising” may mean that elements (singular or plural) not specifically listed are included.

[0022] Conventional electric drivetrains, as described in prior art, typically involve electric motors connected to the wheels via a single drivetrain, with power output split between traction and PTO functions. This means that the PTO speed must be limited by the road speed because the electric motor can only generate a fixed amount of torque. This limitation restricts the ability to control the PTO speed independently of road speed, which can be a challenge in applications such as tractors and field equipment. In scenarios where the vehicle needs to maintain a constant PTO speed while road speeds fluctuate, conventional drivetrains may struggle to meet these requirements without an additional system to decouple the speed. A single drivetrain and fixed torque output can limit the flexibility of electric drivetrains in adapting to various operating conditions or applications.

[0023] However, in the present invention, the electric drivetrain allows for more precise control of power distribution, improving vehicle performance and efficiency, achieving a balance between torque and speed, enabling better traction control and adaptation to various driving conditions, and ensuring that power is efficiently transmitted to where it is most needed without compromising the vehicle's maneuverability.

[0024] Referring to Figure 1, an embodiment of the present invention provides an independent power split transmission drivetrain (100) for an electric vehicle (EV), comprising: at least two prime movers, including a first motor M1 for driving multiple wheels and a second motor M2 for driving a power take-off (PTO); a transmission unit including a two-stage reduction gearbox that splits power between the front and rear axles using multiple traction gear pairs (GP1, GP2, GP3, GP4, GP5, and GP6) and between the mid-PTO and the rear PTO using multiple PTO gear pairs (GP7, GP8, GP9, and GP10); a flexible coupling C1 connecting the output shafts of the first motor M1 and the second motor M2 to the transmission unit; and a shift sleeve S1 configured to be incorporated between the traction gear pairs GP1 and GP2. When the vehicle is switched on, the two-stage reduction gearbox is configured to be in the neutral position, and the traction gear pairs GP1 and GP2 rotate freely without engaging with the output shafts.

[0025] The independent power split transmission drivetrain (100) operating in the following modes is: (i) A two-wheel drive (2WD) mode in which a first motor M1 drives the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 rotates, power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and based on the user selection of the direction of shift using the range shift lever, the shift sleeve S1 engages with either the traction gear pair GP1 or GP2, and when the shift sleeve S1 engages with either GP1 or GP2, power is transmitted from either GP1 or GP2 to GP3 and GP7 to drive the rear wheels and power is supplied to the rear axle (102), (ii) In a four-wheel drive (4WD) mode, the first motor M1 drives both the front axle (101) and the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 rotates, and power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and when the user selects a high range speed using the range shift lever, the shift sleeve S1 engages with either the traction gear pair GP1 or GP2 based on the direction of the shift, and when the shift sleeve S1 engages with either GP1 or GP2, power is transmitted from GP1 to GP3 to GP7 or GP2 to GP3 to GP7 to drive the rear wheels, supplying power to the rear axle (102), and at the same time, when the shift sleeve S2 engages, power is transmitted from GP3 to GP4 to GP5 to GP6 to drive the front wheels, supplying power to the front axle (102), (iii) In PTO motor mode, when the second motor M2 drives the PTO and the electric lever is operated, the output shaft of the second motor M2 rotates, power is transmitted from the second motor M2 to the traction gear pair GP8 and GP11, when the shift sleeve S3 engages with GP8, power is transmitted from GP8 to GP9 and GP10 to power the mid PTO, when the shift sleeve S4 engages with GP11, GP11 directly powers the rear PTO, and when the shift sleeves S3 and S4 engage with GP8 and GP11, power is supplied to both the mid PTO and the rear PTO. Includes.

[0026] In one embodiment of the present invention, the first motor M1 is a traction motor.

[0027] In one embodiment of the present invention, the second motor M2 is a PTO motor.

[0028] In one embodiment of the present invention, the mid-PTO (103) is located in the center of the vehicle to drive a centrally mounted horticultural tool.

[0029] In one embodiment of the present invention, a rear PTO (104) is located at the rear of the vehicle to drive a rear-mounted device for agricultural use.

[0030] In one embodiment of the present invention, the centrally mounted device includes a centrally mounted lawnmower, hydraulic motor, gear motor, etc.

[0031] In one embodiment of the present invention, the equipment attached to the rear includes a lawnmower, a rotary tiller, a sprayer, and the like.

[0032] In one embodiment of the present invention, the traction gear GP3 is a constant drop pinion.

[0033] Another embodiment of the present invention provides a method for operating an independent power split transmission drivetrain (100) for an electric vehicle (EV), the method being: a. In two-wheel drive (2WD) mode: The first motor M1 drives the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 is rotated, transmitting power from the first motor M1 to the traction gear pair GP1 and GP2, and based on the user selection of the direction of shift using the range shift lever, the shift sleeve S1 is engaged with either the traction gear pair GP1 or GP2, and when the shift sleeve S1 is engaged with either GP1 or GP2, power is transmitted from either GP1 or GP2 to GP3 and GP7 to drive the rear wheels and supply power to the rear axle (102), and b. During four-wheel drive (4WD) mode: The first motor M1 drives both the front axle (101) and the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 is rotated, transmitting power from the first motor M1 to the traction gear pair GP1 and GP2, and when the user selects a high range speed using the range shift lever, the shift sleeve S1 is engaged with either the traction gear pair GP1 or GP2 based on the direction of the shift, and when the shift sleeve S1 is engaged with either GP1 or GP2, power is transmitted from GP1 to GP3 to GP7 or GP2 to GP3 to GP7 to drive the rear wheels and supply power to the rear axle (102), and at the same time, when the shift sleeve S2 is engaged, power is transmitted from GP3 to GP4 to GP5 to GP6 to drive the front wheels and supply power to the front axle (102), c.(iii) During PTO motor mode: The second motor M2 drives the PTO, and when the electric lever is actuated, it rotates the output shaft of the second motor M2, transmitting power from the second motor M2 to the traction gear pair GP8 and GP11, and when the shift sleeve S3 engages with GP8, power is transmitted from GP8 to GP9 and GP10 to power the mid PTO, and when the shift sleeve S4 engages with GP11, power is directly supplied to the rear PTO by GP11, and when the shift sleeves S3 and S4 engage with GP8 and GP11, power is supplied to both the mid PTO and the rear PTO, Includes. [Examples]

[0034] An exemplary embodiment discloses an independent power split transmission drivetrain for an electric vehicle (EV), comprising: at least two prime movers, including a first motor M1 for driving multiple wheels and a second motor M2 for driving a power take-off (PTO); a transmission unit including a two-stage reduction gearbox that splits power between a front axle (101) and a rear axle (102) using multiple traction gear pairs (GP1, GP2, GP3, GP4, GP5, and GP6) and between a mid-PTO (103) and a rear PTO (104) using multiple PTO gear pairs (GP7, GP8, GP9, and GP10); a flexible coupling C1 connecting the output shafts of the first motor M1 and the second motor M2 to the transmission unit; and a shift sleeve S1 configured to be incorporated between traction gear pairs GP1 and GP2. When the vehicle is switched on, the two-stage reduction gearbox is configured to be in neutral, and the traction gear pair GP1 and GP2 rotate freely without engaging with the output shaft.

[0035] The independent power split transmission drivetrain operating in the following modes is: (i) A two-wheel drive (2WD) mode in which a first motor M1 drives the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 rotates, power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and based on the user selection of the direction of shift using the range shift lever, the shift sleeve S1 engages with either the traction gear pair GP1 or GP2, and when the shift sleeve S1 engages with either GP1 or GP2, power is transmitted from either GP1 or GP2 to GP3 and GP7 to drive the rear wheels and power is supplied to the rear axle (102), (ii) In a four-wheel drive (4WD) mode, the first motor M1 drives both the front axle (101) and the rear axle (102), and when the vehicle's accelerator pedal is pressed, the output shaft of the first motor M1 rotates, and power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and when the user selects a high range speed using the range shift lever, the shift sleeve S1 engages with either the traction gear pair GP1 or GP2 based on the direction of the shift, and when the shift sleeve S1 engages with either GP1 or GP2, power is transmitted from GP1 to GP3 to GP7 or GP2 to GP3 to GP7 to drive the rear wheels, supplying power to the rear axle (102), and at the same time, when the shift sleeve S2 engages, power is transmitted from GP3 to GP4 to GP5 to GP6 to drive the front wheels, supplying power to the front axle (102), (iii) In PTO motor mode, when the second motor M2 drives the PTO and the electric lever is operated, the output shaft of the second motor M2 rotates, power is transmitted from the second motor M2 to the traction gear pair GP8 and GP11, when the shift sleeve S3 engages with GP8, power is transmitted from GP8 to GP9 and GP10 to power the mid PTO, when the shift sleeve S4 engages with GP11, GP11 directly powers the rear PTO, and when the shift sleeves S3 and S4 engage with GP8 and GP11, power is supplied to both the mid PTO and the rear PTO. Includes.

[0036] Advantages of the present invention The present invention relates to an independent power split transmission drivetrain that enables additional power supply to the front axle, which can be extremely important for heavy work and for improving vehicle stability and traction.

[0037] This invention relates to an independent power split transmission drivetrain that divides power based on demand, which means that the vehicle operates more efficiently, energy waste is reduced, and overall performance is improved.

[0038] This invention relates to an independent power split transmission drivetrain that operates the PTO at the required speed, regardless of the vehicle's road speed, which is essential for operations requiring consistent PTO performance.

[0039] The present invention relates to an independent power split transmission drivetrain that ensures the vehicle can maintain optimal performance in both its driving and assisting functions, which is a significant improvement over conventional EV architectures where the top speed is often limited by the maximum angular velocity of the electromechanism.

[0040] It will be apparent to those skilled in the art that the above description is for illustrative purposes only and should not be considered limiting. Various modifications, additions, changes, and improvements can be made without departing from the spirit and scope of the invention. [Explanation of Symbols]

[0041] 100 Independent Power Split Transmission Drivetrain 101 Front axle 102 rear axle 103 Mid PTO 104 Rear PTO C1 Flexible Coupling GP1, GP2, GP3, GP4, GP5, GP6 Multiple traction gear pairs GP7, GP8, GP9, GP10 Multiple PTO gear pairs M1 First motor M2 Second motor S1 Shift Sleeve

Claims

1. An independent power split transmission drivetrain (100) for an electric vehicle (EV), a. At least two prime movers, including a first motor M1 for driving multiple wheels and a second motor M2 for driving the power take-off (PTO); b. A transmission unit including a two-stage reduction gearbox that divides power between the front axle (101) and the rear axle (102) using multiple traction gear pairs (GP1, GP2, GP3, GP4, GP5, and GP6), and between the mid-PTO (103) and the rear PTO (104) using multiple PTO gear pairs (GP7, GP8, GP9, and GP10); c. A flexible coupling C1 connecting the output shafts of the first motor M1 and the second motor M2 to the transmission unit; d. A shift sleeve S1 configured to be incorporated between the traction gear pair GP1 and GP2; Including the above, when the vehicle's switch is turned on, the two-stage reduction gearbox is configured to be in the neutral position, and the traction gear pair GP1, GP2 rotate freely without engaging with the output shaft. The independent power split transmission drivetrain is (i) A two-wheel drive (2WD) mode in which the first motor M1 drives the rear axle (102), and when the accelerator pedal of the vehicle is pressed down, the output shaft of the first motor M1 rotates, and power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and the shift sleeve S1 engages with either the traction gear pair GP1 or GP2 based on the user's selection of the direction of shift using the range shift lever, and when the shift sleeve S1 engages with either GP1 or GP2, the power is transmitted from either GP1 or GP2 to GP3 and GP7 to drive the rear wheels and power is supplied to the rear axle (102), (ii) The first motor M1 drives both the front axle (101) and the rear axle (102), and when the accelerator pedal of the vehicle is pressed, the output shaft of the first motor M1 rotates, and power from the first motor M1 is transmitted to the traction gear pair GP1 and GP2, and when the user selects a high range speed using the range shift lever, the shift sleeve S1 moves the traction gear pair GP1 or G In a four-wheel drive (4WD) mode, when P2 engages and shift sleeve S1 engages with either GP1 or GP2, the power is transmitted from GP1 to GP3 to GP7 or GP2 to GP3 to GP7 to drive the rear wheels, and at the same time, when shift sleeve S2 engages, the power is transmitted from GP3 to GP4 to GP5 to GP6 to drive the front wheels, and power is supplied to the front axle (102). (iii) In a PTO motor mode, when the second motor M2 drives the PTO and the electric lever is operated, the output shaft of the second motor M2 rotates, power is transmitted from the second motor M2 to the traction gear pair GP8 and GP11, when the shift sleeve S3 engages with GP8, power is transmitted from GP8 to GP9 and GP10, power is supplied to the mid PTO, when the shift sleeve S4 engages with GP11, GP11 directly supplies power to the rear PTO, and when the shift sleeves S3 and S4 engage with GP8 and GP11, power is supplied to both the mid PTO and the rear PTO. An independent power split transmission drivetrain (100) that operates in a mode including the following.

2. The independent power split transmission drivetrain (100) according to claim 1, wherein the first motor M1 is a traction motor.

3. The independent power split transmission drivetrain (100) according to claim 1, wherein the second motor M2 is a PTO motor directly connected to GP7 and GP8.

4. The independent power split transmission drivetrain (100) according to claim 1, wherein the mid-PTO (103) is located in the center of the vehicle to drive a centrally mounted gardening device.

5. The independent power split transmission drivetrain (100) according to claim 1, wherein the traction gear GP3 is a constant drop pinion.

6. The independent power split transmission drivetrain (100) according to claim 1, wherein the rear PTO (104) is located at the rear of the vehicle to drive a rear-mounted device for agricultural use.

7. The independent power split transmission drivetrain (100) according to claim 1, wherein the centrally mounted device includes a centrally mounted lawnmower, hydraulic motor, gear motor, etc.

8. The independent power split transmission drivetrain (100) according to claim 1, wherein the equipment attached to the rear includes a lawnmower, rotary tiller, sprayer, etc.

9. A method for operating the independent power split transmission drivetrain (100) according to claim 1, a. During two-wheel drive (2WD) mode: The first motor M1 drives the rear axle (102), and when the accelerator pedal of the vehicle is pressed, the output shaft of the first motor M1 is rotated, and the power is transmitted from the first motor M1 to the traction gear pair GP1 and GP2, and the shift sleeve S1 is engaged with either the traction gear pair GP1 or GP2 based on the user selection of the direction of the shift using the range shift lever, and when the shift sleeve S1 is engaged with either GP1 or GP2, the power is transmitted from either GP1 or GP2 to GP3 and GP7 to drive the rear wheels and supply power to the rear axle (102), b. During four-wheel drive (4WD) mode: The first motor M1 drives both the front axle (101) and the rear axle (102), and when the accelerator pedal of the vehicle is pressed, it rotates the output shaft of the first motor M1, transmitting the power from the first motor M1 to the traction gear pair GP1 and GP2, and when the user selects a high range speed using the range shift lever, the shift sleeve S1 is moved to the traction gear based on the direction of the shift The steps include: engaging with either pair GP1 or GP2, and when shift sleeve S1 engages with either GP1 or GP2, transmitting the power from GP1 to GP3 to GP7 or GP2 to GP3 to GP7 to drive the rear wheels and supplying power to the rear axle (102); and simultaneously, when shift sleeve S2 engages, transmitting the power from GP3 to GP4 to GP5 to GP6 to drive the front wheels and supplying power to the front axle (102); c. (iii) During PTO motor mode: The second motor M2 drives the PTO, and when the electric lever is operated, the output shaft of the second motor M2 is rotated, transmitting the power from the second motor M2 to the traction gear pair GP8 and GP11, and when the shift sleeve S3 engages with GP8, the power is transmitted from GP8 to GP9 and GP10 to supply power to the mid PTO, and when the shift sleeve S4 engages with GP11, power is supplied directly to the rear PTO by GP11, and when the shift sleeves S3 and S4 engage with GP8 and GP11, power is supplied to both the mid PTO and the rear PTO, Methods that include...

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