A speed-changing torque transmission mechanism capable of realizing power shifting

Abstract

The present invention discloses a speed-changing torque transmission mechanism capable of realizing power shifting, belonging to the technical field of engineering vehicle transmissions, comprising: a shaft, a gear, a shift clutch, a planetary gear set, and a housing. The planetary gear set is adopted to participate in power transmission, has a strong load-bearing capacity, and has a smaller volume and a lighter weight than the fixed-axis gear set. The present invention arranges the planetary gear set at the rear end of the transmission path, designs a larger single-stage speed ratio, realizes a larger head gear speed ratio, reduces the speed ratio of the fixed-axis gear set before the transmission path, makes the transmission torque smaller, obtains a smaller size, and the pinion is easier to manufacture and has a longer service life, thereby improving the load-bearing capacity and reliability of the overall mechanism.

Description

Technical Field

[0001] The present invention belongs to the technical field of transmissions for engineering vehicles, and in particular relates to a speed-changing torque transmission mechanism capable of realizing power shifting. Background Art

[0002] When engineering vehicles are operating or running with loads, power interruption during gear shifting may cause vehicle safety accidents. Therefore, the speed torque transmission mechanism of engineering vehicles needs to have uninterrupted power during gear shifting. As engineering vehicles develop towards high horsepower and large tonnage, their operating conditions are complex and the operating environment is harsh. The carrying capacity, fuel economy, and gear shifting comfort of engineering vehicles have become important performance indicators that cannot be ignored by engineering vehicle manufacturers and users. The more gears a speed torque transmission mechanism has, the wider the speed ratio range, and the more uniform the speed ratio step, the easier it is for engineering vehicles to achieve excellent fuel economy and gear shifting comfort. However, this will lead to a more complex structure of the speed torque transmission mechanism and lower reliability. Therefore, considering the performance indicators, structure, and manufacturing cost of the speed torque transmission mechanism, it is particularly important to design a speed torque transmission mechanism with a simple structure, superior performance, and low cost.

[0003] A powershift transmission mentioned in the prior art has four forward gears and three reverse gears. All power transmission utilizes fixed-axis gears. The rearmost meshing gear pair has a large single-stage ratio and a small pinion diameter. This increases the probability of pitting corrosion on the tooth surfaces over long periods of operation, leading to a high failure rate. The four forward gears are relatively few in number, and the speed ratio of the first gear is small, making them inadequate for the starting and climbing capabilities of high-horsepower, high-tonnage engineering vehicles. The speed ratio of the highest of the four forward gears is also small, resulting in large and uneven speed differences between the four gears and significant shift shock, which affects vehicle shifting comfort. Engineering vehicles often rotate their upper equipment 180 degrees to shift forward or backward, potentially requiring reverse gear to move the vehicle forward. Furthermore, engineering vehicles frequently use reverse gear during transport, making three reverse gears insufficient for full vehicle operation. Summary of the Invention

[0004] In order to overcome the shortcomings of the above-mentioned prior art, the purpose of the present invention is to provide a speed transmission torque transmission mechanism that can realize power shifting, so as to solve the technical problems in the prior art such as high transmission failure rate, low vehicle shifting comfort and inability to meet the vehicle's operation under all working conditions.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A speed-changing torque transmission mechanism capable of realizing power shifting, comprising:

[0007] Clutch CF, clutch CF is connected to the second gear and the fourth gear;

[0008] Clutch CR, clutch CR is connected to the third gear and the fifth gear;

[0009] Clutch C1, clutch C1 is connected to the sixth gear and the eighth gear;

[0010] Clutch C2, clutch C2 is connected to the fifth gear and the seventh gear;

[0011] Clutch C3, clutch C3 is connected to the fourth gear and the sixth gear;

[0012] Clutch CH, clutch CH is connected to the ninth gear and the planetary gear;

[0013] Clutch CL, clutch CL is connected with the transmission shaft and the planetary gear;

[0014] Among them, the second gear is not engaged with the third gear, the fourth gear is engaged with the fifth gear, the sixth gear is engaged with the seventh gear, and the eighth gear is engaged with the ninth gear; the transmission shaft is used to support and transmit power between the gears, and the planetary gear is arranged at the rear end of the transmission path and connected to the output shaft.

[0015] Preferably, the system further comprises a first gear, the first gear being meshed with the second gear and the third gear respectively, and the first gear being connected to the input shaft.

[0016] Preferably, the first to ninth gears are provided with different tooth number combinations to achieve different speed ratios.

[0017] Preferably, the transmission shaft comprises:

[0018] a second shaft, the second gear, the sixth gear and the eighth gear supported on the second shaft, and the fourth gear connected to the second shaft;

[0019] a third shaft, a third gear supported on the third shaft, and a fifth gear connected to the third shaft;

[0020] The fourth shaft, one end of the fourth shaft is connected to the seventh gear, and the other end is connected to the ninth gear.

[0021] Preferably, the system further comprises a housing, and the planetary gear is fixed on the housing.

[0022] Preferably, the planetary gear set includes: a sun gear, planetary gears, a planetary carrier and a ring gear; the sun gear is externally meshed with the planetary gears, the planetary gears are embedded in the planetary carrier, the planetary gears are internally meshed with the ring gear, the planetary carrier is connected to the output shaft, and the ring gear is fixed inside the housing.

[0023] Preferably, the first forward gear is achieved by combining clutch CF, clutch C1, and clutch CL; the second forward gear is achieved by combining clutch CF, clutch C2, and clutch CL; and the third forward gear is achieved by combining clutch CF, clutch C3, and clutch CL.

[0024] Preferably, the fourth forward gear is achieved by combining clutch CF, clutch C1, and clutch CH; the fifth forward gear is achieved by combining clutch CF, clutch C2, and clutch CH; and the sixth forward gear is achieved by combining clutch CF, clutch C3, and clutch CH.

[0025] Preferably, the first reverse gear is achieved by combining clutch CR, clutch C1, and clutch CL; the second reverse gear is achieved by combining clutch CR, clutch C2, and clutch CL; and the third reverse gear is achieved by combining clutch CR, clutch C3, and clutch CL.

[0026] Preferably, the fourth reverse gear is achieved by combining clutch CR, clutch C1, and clutch CH; the fifth reverse gear is achieved by combining clutch CR, clutch C2, and clutch CH; and the sixth reverse gear is achieved by combining clutch CR, clutch C3, and clutch CH.

[0027] Compared with the prior art, the present invention has the following beneficial effects:

[0028] The present invention utilizes a planetary gearbox for power transmission, resulting in a strong load-bearing capacity and a smaller size and lighter weight than fixed-axis gears. The planetary gearbox is positioned at the very end of the transmission path, allowing for a larger single-stage speed ratio and achieving a larger first gear ratio. This reduces the speed ratio of the fixed-axis gearbox preceding the planetary gearbox, resulting in a smaller transmission torque and smaller size. Furthermore, the pinions are easier to manufacture and have a longer lifespan, improving the load-bearing capacity and reliability of the overall mechanism. Furthermore, all clutches in the present invention are located before the planetary gearbox, resulting in lower torque transmission and a smaller clutch size, improved clutch power shift reliability, and a more compact clutch layout.

[0029] The present invention can realize six forward gears and six reverse gears, which is more gears, meeting the needs of frequent forward and reverse operations of engineering vehicles and achieving better power and fuel economy; the transmission ratio range is wider, with a larger first gear speed ratio, which enables engineering vehicles to have stronger low-speed starting and climbing capabilities, and the high-speed gear ratio is less than 1, which can achieve faster return speed and higher operating efficiency; more uniform speed ratio difference can achieve better gear shifting comfort.

[0030] The six forward gears and six reverse gears of the present invention have the same speed ratio value but opposite directions, and can realize the interchangeability of the forward gear and reverse gear transmission paths, flexibly meeting the different configurations of the axles of engineering vehicles.

[0031] The present invention adopts fixed-axis gear and planetary gear transmission, which has higher transmission efficiency; the forward gear utilization rate of engineering vehicles is high, and the number of meshing gear pairs on the forward gear transmission path is less than that of the reverse gear, so the vehicle has better fuel economy when moving forward.

[0032] The present invention enables shifting between the six forward gears or six reverse gears without interrupting power, improving safety and continuity during operation and transport, and achieving higher production efficiency. The six forward gears or six reverse gears offer continuous speed ratios with equal step differences, allowing for smooth shifting without stopping the vehicle, resulting in improved fuel economy and smoother shifting.

[0033] The present invention uses multiple pairs of gears with the same parameters, which reduces the types of gears in the overall mechanism. Gear manufacturing and testing tools are easier to produce and manage, with lower costs and more convenient manufacturing methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 It is a structural schematic diagram of the present invention.

[0035] Among them: S1-first shaft, S2-second shaft, S3-third shaft, S4-fourth shaft, S5-fifth shaft, 1-first gear, 2-second gear, 3-third gear, 4-fourth gear, 5-fifth gear, 6-sixth gear, 7-seventh gear, 8-eighth gear, 9-ninth gear, 10-sun gear, 11-planet gear, 12-planet carrier, 13-ring gear. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0037] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0038] The present invention is described in further detail below with reference to the accompanying drawings:

[0039] The present invention discloses a speed-changing torque transmission mechanism capable of realizing power shifting, comprising:

[0040] a clutch CF, wherein the clutch CF is connected to the second gear 2 and the fourth gear 4;

[0041] Clutch CR, clutch CR is connected to the third gear 1 and the fifth gear 5;

[0042] Clutch C1, clutch C1 is connected to the sixth gear 6 and the eighth gear 8;

[0043] Clutch C2, clutch C2 is connected to the fifth gear 5 and the seventh gear 7;

[0044] Clutch C3, clutch C3 is connected to the fourth gear 4 and the sixth gear 6;

[0045] Clutch CH, clutch CH is connected to the ninth gear 9 and the planetary gear;

[0046] Clutch CL, clutch CL is connected with the transmission shaft and the planetary gear;

[0047] Among them, the second gear 2 is not engaged with the third gear 3, the fourth gear 4 is engaged with the fifth gear 5, the sixth gear 6 is engaged with the seventh gear 7, and the eighth gear 8 is engaged with the ninth gear 9; the transmission shaft is used to support and transmit power between the gears, and the planetary gear is arranged at the rear end of the transmission path and connected to the output shaft.

[0048] The present invention adopts a planetary gear to participate in power transmission, which has a strong load-bearing capacity and has a smaller volume and lighter mass than the fixed-axis gear. The present invention arranges the planetary gear at the rear end of the transmission path, designs a larger single-stage speed ratio, realizes a larger head gear speed ratio, and reduces the speed ratio of the fixed-axis gear pair before its transmission path, so that the transmitted torque is smaller and a smaller size is obtained. The pinion is easier to manufacture and has a longer service life, thereby improving the load-bearing capacity and reliability of the overall mechanism.

[0049] All clutches of the present invention are located before the planetary gear set, so that the transmitted torque is smaller, the size of the clutch is smaller, the reliability of the clutch power shift is improved, and the clutch arrangement space is more compact.

[0050] like Figure 1 As shown, a speed-changing torque transmission mechanism capable of realizing power shifting includes: shafts, gears, a shift clutch, a planetary gear, and a housing, wherein the shafts include a first shaft S1, a second shaft S2, a third shaft S3, a fourth shaft S4, and a fifth shaft S5. The first shaft S1 is an input shaft, the fifth shaft S5 is an output shaft, and the second shaft S2, the third shaft S3, and the fourth shaft S4 are used to support the gears and transmit power between the gears.

[0051] The gears include a first gear 1, a second gear 2, a third gear 3, a fourth gear 4, a fifth gear 5, a sixth gear 6, a seventh gear 7, an eighth gear 8, and a ninth gear 9. The first gear 1 meshes with the second gear 2, the first gear 1 meshes with the third gear 3, the second gear 2 and the third gear 3 do not mesh, the fourth gear 4 meshes with the fifth gear 5, the sixth gear 6 meshes with the seventh gear 7, and the eighth gear 8 meshes with the ninth gear 9. Gears 1 through 9 are provided with different tooth number combinations to achieve different speed ratios.

[0052] The shift clutches include clutch CF, clutch CR, clutch C1, clutch C2, clutch C3, clutch CH, and clutch CL. The shift clutches switch gears by engaging and disengaging different clutches.

[0053] The planetary gear set includes a sun gear 10 , planetary gears 11 , a planet carrier 12 , and a ring gear 13 .

[0054] The housing is a fixed part used to support the shaft and fix the planetary gear ring.

[0055] In some embodiments, the first gear 1 is connected to the first shaft S1, the second gear 2 is supported on the second shaft S2, the third gear 3 is supported on the third shaft S3, the fourth gear 4 is connected to the second shaft S2, the fifth gear 5 is connected to the third shaft S3, the sixth gear 6 is supported on the second shaft S2, the seventh gear 7 is connected to the fourth shaft S4, the eighth gear 8 is supported on the second shaft S2, and the ninth gear 9 is connected to the fourth shaft S4.

[0056] In some embodiments, the sun gear 10 is externally meshed with the planet gears 11, which are embedded in the planet carrier 12, which is internally meshed with the ring gear 13, which is connected to the fifth shaft S5, and the ring gear 13 is fixed inside the housing.

[0057] In some embodiments, the clutch CF connects the second gear 2 and the fourth gear 4, the clutch CR connects the third gear 3 and the fifth gear 5, the clutch C1 connects the sixth gear 6 and the eighth gear 8, the clutch C2 connects the fifth gear 5 and the seventh gear 7, the clutch C3 connects the fourth gear 4 and the sixth gear 6, the clutch CH connects the ninth gear 9 and the planetary carrier 12, and the clutch CL connects the fourth shaft S4 and the sun gear 10.

[0058] A speed-changing torque transmission mechanism capable of power shifting realizes different speed ratios between the first shaft S1 and the fifth shaft S5 by controlling and selecting different clutches, obtaining six forward gears and six reverse gears. The increased number of gears can meet the needs of frequent forward and reverse operations of engineering vehicles; the transmission ratio range is wider, with a larger first gear speed ratio, which enables engineering vehicles to have stronger low-speed starting and climbing capabilities, and the high-speed gear ratio is less than 1, which can achieve faster return operation speed; the more uniform speed ratio step difference can achieve better gear shifting comfort.

[0059] Preferably, the speed ratios of the six forward gears and the six reverse gears can be designed to be the same, the transmission paths can be interchangeable, and the vehicle can use axles with different configurations to achieve forward and reverse driving in the original direction, meeting the flexible matching requirements of the vehicle.

[0060] In some embodiments, a first forward gear is achieved by engaging clutch CF, clutch C1, and clutch CL;

[0061] Furthermore, the first forward gear power is transmitted from the first shaft S1 through the first gear 1, the second gear 2, the clutch CF, the second shaft S2, the clutch C1, the eighth gear 8, the ninth gear 9, the clutch CL, the sun gear 10, the planetary gear 11, and the planetary carrier 12 to the fifth shaft S5 to realize power output.

[0062] Preferably, the ideal transmission ratio of the first forward gear can be designed to be 9.78.

[0063] In some embodiments, a second forward gear is achieved by engaging clutch CF, clutch C2, and clutch CL;

[0064] Furthermore, the second forward gear power is transmitted from the first shaft S1 through the first gear 1, the second gear 2, the clutch CF, the fourth gear 4, the fifth gear 5, the clutch C2, the fourth shaft S4, the clutch CL, the sun gear 10, the planetary gear 11, and the planetary carrier 12 to the fifth shaft S5 to realize power output.

[0065] Preferably, the ideal transmission ratio of the second forward gear can be designed to be 5.63.

[0066] In some embodiments, a third forward gear is achieved by engaging clutch CF, clutch C3, and clutch CL;

[0067] Furthermore, the third forward gear power is transmitted from the first shaft S1 through the first gear 1, the second gear 2, the clutch CF, the clutch C3, the sixth gear 6, the seventh gear 7, the fourth shaft S4, the clutch CL, the sun gear 10, the planetary gear 11, and the planetary carrier 12 to the fifth shaft S5 to realize power output.

[0068] Preferably, the ideal transmission ratio of the third forward gear can be designed to be 3.23.

[0069] In some embodiments, a fourth forward gear is achieved by combining clutch CF, clutch C1, and clutch CH;

[0070] Furthermore, the fourth forward gear power is transmitted from the first shaft S1 through the first gear 1, the second gear 2, the clutch CF, the second shaft S2, the clutch C1, the eighth gear 8, the ninth gear 9, the clutch CH, and the planetary carrier 12 to the fifth shaft S5 to realize power output.

[0071] Preferably, the ideal transmission ratio of the fourth forward gear can be designed to be 2.17.

[0072] In some embodiments, a fifth forward gear is achieved by engaging clutch CF, clutch C2, and clutch CH;

[0073] Furthermore, the fifth forward gear power is transmitted from the first shaft S1 through the first gear 1, the second gear 2, the clutch CF, the fourth gear 4, the fifth gear 5, the clutch C2, the fourth shaft S4, the clutch CH, and the planetary carrier 12 to the fifth shaft S5 for power output. Preferably, the ideal transmission ratio of the fifth forward gear can be designed to be 1.25.

[0074] In some embodiments, a sixth forward gear is achieved by combining clutch CF, clutch C3, and clutch CH;

[0075] Furthermore, the sixth forward gear power is transmitted from the first shaft S1 through the first gear 1, the second gear 2, the clutch CF, the clutch C3, the sixth gear 6, the seventh gear 7, the fourth shaft S4, the clutch CH, and the planetary carrier 12 to the fifth shaft S5 to realize power output.

[0076] Preferably, the ideal transmission ratio of the sixth forward gear can be designed to be 0.72.

[0077] In some embodiments, first reverse gear is achieved by engaging clutch CR, clutch C1, and clutch CL;

[0078] Furthermore, the first reverse gear power is transmitted from the first shaft S1 through the first gear 1, the third gear 3, the clutch CR, the fifth gear 5, the fourth gear 4, the second shaft S2, the clutch C1, the eighth gear 8, the ninth gear 9, the clutch CL, the sun gear 10, the planetary gear 11, and the planetary carrier 12 to the fifth shaft S5 to realize power output.

[0079] Preferably, the ideal transmission ratio of the first reverse gear can be designed to be -9.78.

[0080] In some embodiments, second reverse gear is achieved by engaging clutch CR, clutch C2, and clutch CL;

[0081] Furthermore, the second reverse gear power is transmitted from the first shaft S1 through the first gear 1, the third gear 3, the clutch CR, the clutch C2, the fourth shaft S4, the clutch CL, the sun gear 10, the planetary gear 11, and the planetary carrier 12 to the fifth shaft S5 to achieve power output.

[0082] Preferably, the ideal transmission ratio of the second reverse gear can be designed to be -5.63.

[0083] In some embodiments, third reverse gear is achieved by engaging clutch CR, clutch C3, and clutch CL;

[0084] Furthermore, the third reverse gear power is transmitted from the first shaft S1 through the first gear 1, the third gear 3, the clutch CR, the fifth gear 5, the fourth gear 4, the clutch C3, the sixth gear 6, the seventh gear 7, the fourth shaft S4, the clutch CL, the sun gear 10, the planetary gear 11, and the planetary carrier 12 to the fifth shaft S5 to realize power output.

[0085] Preferably, the ideal transmission ratio of the third reverse gear can be designed to be -3.23.

[0086] In some embodiments, fourth reverse gear is achieved by combining clutch CR, clutch C1, and clutch CH;

[0087] Furthermore, the power for the fourth reverse gear is transmitted from the first shaft S1 through the first gear 1, the third gear 3, the clutch CR, the fifth gear 5, the fourth gear 4, the second shaft S2, the clutch C1, the eighth gear 8, the ninth gear 9, the clutch CH, and the planetary carrier 12 to the fifth shaft S5 for power output. Preferably, the ideal transmission ratio for the fourth reverse gear can be designed to be -2.17.

[0088] In some embodiments, fifth reverse gear is achieved by combining clutch CR, clutch C2, and clutch CH;

[0089] Furthermore, the fifth reverse gear power is transmitted from the first shaft S1 through the first gear 1, the third gear 3, the clutch CR, the clutch C2, the fourth shaft S4, the clutch CH, and the planetary carrier 12 to the fifth shaft S5 for power output. Preferably, the ideal transmission ratio of the fifth reverse gear can be designed to be -1.25.

[0090] In some embodiments, sixth reverse gear is achieved by combining clutch CR, clutch C3, and clutch CH;

[0091] Furthermore, the power for the sixth reverse gear is transmitted from the first shaft S1 through the first gear 1, the third gear 3, the clutch CR, the fifth gear 5, the fourth gear 4, the clutch C3, the sixth gear 6, the seventh gear 7, the fourth shaft S4, the clutch CH, and the planetary carrier 12 to the fifth shaft S5 for power output. Preferably, the ideal transmission ratio for the sixth reverse gear can be designed to be -0.72.

[0092] Preferably, switching between the first forward gear and the third forward gear only requires one clutch action, switching between the fourth forward gear and the sixth forward gear only requires one clutch action, switching between the first reverse gear and the third reverse gear only requires one clutch action, and switching between the fourth reverse gear and the sixth reverse gear only requires one clutch action, making gear shifting control simpler and gear shifting smoother.

[0093] Furthermore, all clutches are arranged on shafts that bear less torque, which can make the slip power shifting of the clutch more reliable and improve the durability of the clutch.

[0094] Furthermore, shifting between the six forward gears allows for uninterrupted power shifting through clutch slippage, and shifting between the six reverse gears also allows for uninterrupted power shifting through clutch slippage. Uninterrupted power shifting improves the safety and continuity of construction vehicle operations and transportation, resulting in higher productivity. The six forward gears have continuous ratios with identical steps, and the six reverse gears have continuous ratios with identical steps, improving fuel efficiency and smoother shifting.

[0095] Preferably, the power transmission for the first, second, and third forward gears is accomplished by the meshing of only two pairs of gears and one planetary gear set, and the power transmission for the fourth, fifth, and sixth forward gears is accomplished by the meshing of only two pairs of gears. Fewer meshing pairs of gears can achieve higher transmission efficiency.

[0096] Preferably, the second gear 2 and the third gear 3 can be designed as gears with the same number of teeth, that is, identical gears; the fourth gear 4 and the fifth gear 5 can be designed as gears with the same number of teeth, that is, identical gears. Identical gear parameters and structures can facilitate manufacturing and testing, and achieve lower costs. Furthermore, the clutches CF, CR, C1, C2, and C3 can be designed to have the same overall dimensions, differing only in the thickness of the clutch plates. Identical clutch plates can achieve lower manufacturing costs.

[0097] More preferably, the sixth gear 6 and the ninth gear 9 can be designed as gears with the same number of teeth and, further, identical gear parameters; the seventh gear 7 and the eighth gear 8 can also be designed as gears with the same number of teeth and, further, identical gear parameters. Gears with identical parameters can achieve unified manufacturing and testing tools, reduce the complexity of the overall mechanism, facilitate management, and further help reduce costs.

[0098] Preferably, the planetary gear can obtain a larger single-stage speed ratio, with a smaller volume, lighter mass, and stronger load-bearing capacity; it is set at the rear end of the transmission path, and by utilizing its large load-bearing capacity, the single-stage meshing speed ratio between the first gear 1 to the ninth gear 9 can be made smaller, the transmitted torque is smaller, the size is smaller, the pinion is easier to manufacture and has a longer life, thereby improving the load-bearing capacity and reliability of the overall mechanism.

[0099] The above content is only for explaining the technical idea of the present invention and cannot be used to limit the protection scope of the present invention. Any changes made on the basis of the technical solution in accordance with the technical idea proposed by the present invention shall fall within the protection scope of the claims of the present invention.

Claims

1. A speed-changing torque transmission mechanism capable of realizing power shifting, characterized in that: include: a clutch CF connected to the second gear (2) and the fourth gear (4); A clutch CR connected to the third gear (3) and the fifth gear (5); Clutch C1, connected to the second shaft (S2) and the eighth gear (8); Clutch C2, connected to the fifth gear (5) and the seventh gear (7); Clutch C3, connected to the fourth gear (4) and the sixth gear (6); Clutch CH, connecting the ninth gear (9) and the planetary carrier of the planetary gear; A clutch CL is connected to the fourth shaft (S4) and the sun gear of the planetary gear set; one end of the fourth shaft (S4) is connected to the seventh gear (7), and the other end is connected to the ninth gear (9); The second gear (2) and the third gear (3) are not meshed, the fourth gear (4) and the fifth gear (5) are meshed, the sixth gear (6) and the seventh gear (7) are meshed, and the eighth gear (8) and the ninth gear (9) are meshed; the transmission shaft is used to support and transmit power between the gears, and the planetary gear is arranged at the rear end of the transmission path and connected to the output shaft; and further includes: A first gear (1), the first gear (1) is meshed with the second gear (2) and the third gear (3) respectively, and the first gear (1) is connected to the input shaft; A second shaft (S2), a second gear (2), a sixth gear (6) and an eighth gear (8) are supported on the second shaft, and the fourth gear (4) is connected to the second shaft (S2); The third shaft (S3) and the third gear (3) are supported on the third shaft (S3), and the fifth gear (5) is connected to the third shaft (S3).

2. A speed-changing torque transmission mechanism capable of realizing power shifting according to claim 1, characterized in that: The first gear (1) to the ninth gear (9) are provided with different tooth number combinations for realizing different speed ratios.

3. A speed-changing torque transmission mechanism capable of realizing power shifting according to claim 1, characterized in that: It also includes a housing, on which the planetary gear is fixed.

4. A speed-changing torque transmission mechanism capable of realizing power shifting according to claim 3, characterized in that: The planetary gear train comprises: a sun gear (10), planetary gears (11), a planetary carrier (12) and a ring gear (13); the sun gear (10) is externally meshed with the planetary gears (11), the planetary gears (11) are embedded in the planetary carrier (12), the planetary gears (11) are internally meshed with the ring gear (13), the planetary carrier (12) is connected to the output shaft, and the ring gear (13) is fixed inside the housing.

5. The speed-changing torque transmission mechanism capable of realizing power shifting according to claim 1, characterized in that: The first forward gear is achieved by combining clutch CF, clutch C1, and clutch CL; the second forward gear is achieved by combining clutch CF, clutch C2, and clutch CL; and the third forward gear is achieved by combining clutch CF, clutch C3, and clutch CL.

6. The speed-changing torque transmission mechanism capable of realizing power shifting according to claim 1, characterized in that: The fourth forward gear is achieved by combining clutch CF, clutch C1, and clutch CH; the fifth forward gear is achieved by combining clutch CF, clutch C2, and clutch CH; and the sixth forward gear is achieved by combining clutch CF, clutch C3, and clutch CH.

7. The speed-changing torque transmission mechanism capable of realizing power shifting according to claim 1, characterized in that: The first reverse gear is achieved by combining clutch CR, clutch C1, and clutch CL; the second reverse gear is achieved by combining clutch CR, clutch C2, and clutch CL; and the third reverse gear is achieved by combining clutch CR, clutch C3, and clutch CL.

8. The speed-changing torque transmission mechanism capable of realizing power shifting according to claim 1, characterized in that: The fourth reverse gear is achieved by combining clutch CR, clutch C1, and clutch CH; the fifth reverse gear is achieved by combining clutch CR, clutch C2, and clutch CH; and the sixth reverse gear is achieved by combining clutch CR, clutch C3, and clutch CH.

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