Transmission system, power system and operation machine

Abstract

The utility model relates to the field of mechanical engineering, and discloses a transmission system, a power system and an operation machine. The transmission system comprises a planetary gear mechanism which comprises a sun gear, a planet carrier and an outer gear ring, and the outer gear ring is connected with a first output shaft; the first input shaft is selectively connected with or disconnected from the planet carrier through the first clutch, and the first input shaft is used for being connected with a first driving device; and the second input shaft is connected with the sun gear, the second input shaft is selectively connected with or disconnected from the outer gear ring through the second clutch, and the second input shaft is used for being connected with a second driving device. According to the transmission system provided by the utility model, different working mode combinations of the first driving device and the second driving device can be realized by adjusting the connection or disconnection state of the first clutch and the second clutch and matching with the planetary gear mechanism, so that the requirements of different working scenes are met.

Description

Technical Field

[0001] This utility model relates to the field of mechanical engineering technology, specifically to transmission systems, power systems, and operating machinery. Background Technology

[0002] In the field of modern power transmission, the combined application of engines and motors is becoming increasingly widespread in order to improve energy efficiency and meet diverse power demands. One common technical solution is to couple the engine and motor through a planetary gear mechanism to achieve coordinated power output.

[0003] However, such systems can only output power in hybrid mode. In this mode, both the engine and the electric motor participate in power output. Although this can provide good overall performance under certain specific operating conditions, the limited scope of its operation greatly restricts its applicability. Utility Model Content

[0004] In view of this, the present invention provides a transmission system, a power system, and a working machine to solve or improve the problem of the single working mode in the related technology where the engine is coupled to the motor through a planetary gear mechanism.

[0005] In a first aspect, this utility model provides a transmission system, comprising:

[0006] A planetary gear mechanism includes a sun gear, a planet carrier, and an external gear ring, wherein the external gear ring is connected to a first output shaft;

[0007] A first input shaft and a first clutch, wherein the first input shaft can be selectively engaged or disengaged from the planetary carrier via the first clutch, and the first input shaft is used to connect to a first drive device;

[0008] A second input shaft and a second clutch are provided. The second input shaft is connected to the sun gear and can be selectively engaged or disengaged from the external gear ring via the second clutch. The second input shaft is used to connect to a second drive unit.

[0009] In one optional embodiment, the second input shaft is a hollow shaft and is rotatably mounted on the outside of the first input shaft, and the sun gear is provided on the outer wall of the second input shaft;

[0010] The end of the first input shaft away from the first drive device extends out of the second input shaft and passes through the first clutch. The second clutch is located on the side of the sun gear away from the first clutch and is fitted on the outside of the second input shaft.

[0011] In one alternative embodiment, the first clutch is a wet clutch and has a first oil port, and the interior of the first input shaft has a first flow channel communicating with the first oil port.

[0012] The first output shaft is provided with a central hole that rotatably engages with the first input shaft. The wall of the central hole is provided with a connecting hole, which is rotatably connected to the first flow channel through an annular groove.

[0013] A rotatable first connector is fitted onto the first output shaft, and the first connector is rotatably connected to the communicating hole through an annular groove.

[0014] In one alternative embodiment, the second clutch is a wet clutch and has a second oil port. The interior of the second input shaft has a second flow channel communicating with the second oil port. A rotatable second connector is fitted on the outside of the second input shaft. The second connector is rotatably connected to the second flow channel through an annular groove.

[0015] In one alternative embodiment, the transmission system further includes a second output shaft and a first speed-changing mechanism;

[0016] The input end of the first gear shift mechanism is connected to the first output shaft, and the output end of the first gear shift mechanism is connected to the second output shaft.

[0017] In one optional implementation, the first speed-changing mechanism includes:

[0018] An input gear is connected to the first input shaft;

[0019] An intermediate shaft is provided with a first intermediate gear and a second intermediate gear, wherein the first intermediate gear meshes with the input gear;

[0020] The first output gear is rotatably mounted on the second output shaft and meshes with the second intermediate gear;

[0021] A shifting mechanism for selectively engaging or disengaging the second output shaft with the first output gear or the input gear.

[0022] In one optional embodiment, there are two second intermediate gears with different numbers of teeth, and there are two first output gears that mesh with the second intermediate gears in a one-to-one correspondence.

[0023] The shifting mechanism includes:

[0024] A first shifting mechanism is used to selectively engage or disengage the second output shaft with either of the two first output gears;

[0025] The second shifting mechanism is used to engage or disengage the second output shaft from the input gear.

[0026] In one alternative embodiment, the transmission system further includes a second speed change mechanism, the output end of which is connected to the second output shaft, and the input end of which is used to connect to a third drive device.

[0027] In one optional embodiment, the output end of the second transmission mechanism is located on the side of the first transmission mechanism away from the planetary gear mechanism and is connected to the second output shaft;

[0028] The input end of the second transmission mechanism passes through the first transmission mechanism and is connected to the third drive device located between the planetary gear mechanism and the first transmission mechanism.

[0029] In one optional embodiment, the second speed-changing mechanism includes:

[0030] A drive shaft, one end of which is provided with a first drive gear and a second drive gear, and the other end of which passes through the first speed change mechanism and is connected to the third drive device.

[0031] Both the second and third output gears are rotatably mounted on the second output shaft and mesh with the first and second transmission gears, respectively.

[0032] The third shifting mechanism is used to selectively engage or disengage the second output shaft with the second output gear or the third output gear.

[0033] Secondly, this utility model also provides a power system, including a first drive device, a second drive device, and a transmission system as described above.

[0034] Thirdly, this utility model also provides a working machine, including the transmission system or the power system described above.

[0035] The transmission system provided by this utility model, by adjusting the engagement or disengagement of the first clutch and the second clutch, and in conjunction with the planetary gear mechanism, can enable the first drive device and the second drive device to achieve different combinations of working modes, thereby meeting the needs of different working scenarios.

[0036] The power system and working machinery provided by this utility model include the transmission system provided by this utility model, and therefore simultaneously include all the above-mentioned advantages of the transmission system. Attached Figure Description

[0037] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the structure of a transmission system provided in an embodiment of the present utility model;

[0039] Figure 2 for Figure 1 A magnified view of part A in the diagram;

[0040] Figure 3 for Figure 1 A magnified view of part B in the diagram;

[0041] Figure 4 This is a schematic diagram of another transmission system according to an embodiment of the present utility model.

[0042] Explanation of reference numerals in the attached figures:

[0043] 1. Planetary gear mechanism; 101. Sun gear; 102. Planet carrier; 103. External gear ring; 104. Planet gear; 2. First input shaft; 201. First flow channel; 202. First annular groove; 3. First clutch; 301. First oil port; 302. First outer hub assembly; 303. First piston; 304. First elastic element; 305. First friction pair; 4. Second input shaft; 401. Second flow channel; 402. Third annular groove; 5. Second clutch; 501. Second oil port; 502. Second outer hub assembly; 503. Second inner hub assembly; 504. Second piston; 505. Second elastic element; 506. Second friction pair; 6. First output shaft; 601. Center hole; 602. Connecting hole; 6 03. Second annular groove; 7. First gear change mechanism; 701. Input gear; 702. Intermediate shaft; 703. First intermediate gear; 704. Second intermediate gear; 705. First output gear; 706. Gear shifting mechanism; 7061. First gear shifting mechanism; 7062. Second gear shifting mechanism; 8. Second gear change mechanism; 801. Drive shaft; 802. First drive gear; 803. Second drive gear; 804. Second output gear; 805. Third output gear; 806. Third gear shifting mechanism; 807. Driving gear; 808. Driven gear; 9. Second output shaft; 10. First drive device; 11. Second drive device; 12. Third drive device; 13. First connector; 14. Second connector. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0045] The following is combined with Figures 1 to 4 This describes the transmission system provided in the embodiments of the present invention.

[0046] Specifically, the transmission system includes a planetary gear mechanism 1, a first input shaft 2, a first clutch 3, a second input shaft 4, and a second clutch 5.

[0047] The planetary gear mechanism 1 includes a sun gear 101, a planet carrier 102, and an external gear ring 103. The external gear ring 103 is connected to a first output shaft 6. Optionally, the first output shaft 6 has a flange disposed within and connected to the external gear ring 103; for example, the flange can be welded to or keyed to the external gear ring 103. Furthermore, it is understood that rotatable planet gears 104 are mounted on the planet carrier 102, and the planet gears 104 mesh between the sun gear 101 and the external gear ring 103.

[0048] The first input shaft 2 can be selectively engaged or disengaged from the planet carrier 102 via the first clutch 3. That is, the first clutch 3 has an engaged state and a disengaged state. In the engaged state, the first clutch 3 connects the first input shaft 2 and the planet carrier 102, allowing power transmission between them. In the disengaged state, the first clutch 3 disengages the first input shaft 2 from the planet carrier 102, thus breaking the power transmission between them.

[0049] The second input shaft 4 is connected to the sun gear 101. For example, the sun gear 101 is mounted on the second input shaft 4, or the second input shaft 4 is set as a gear shaft, that is, the sun gear 101 is directly machined on the second input shaft 4.

[0050] Furthermore, the second input shaft 4 can be selectively engaged or disengaged from the external gear ring 103 via the second clutch 5. That is, the second clutch 5 has an engaged state and a disengaged state. In the engaged state, the second clutch 5 connects the second input shaft 4 and the external gear ring 103, allowing power transmission between them. In the disengaged state, the second clutch 5 disengages the second input shaft 4 from the external gear ring 103, thus breaking the power transmission between them.

[0051] The first input shaft 2 is used to connect to the first drive device 10, and the second input shaft 4 is used to connect to the second drive device 11. The first output shaft 6 is used to output power to the downstream transmission mechanism. Optionally, the first drive device 10 is configured as an engine, and the second drive device 11 is configured as an electric motor, or both the first drive device 10 and the second drive device 11 are configured as electric motors.

[0052] In this embodiment, the first drive device 10 is used as an engine and the second drive device 11 is used as a first motor. The configuration of other drive devices is similar.

[0053] When the first clutch 3 is disengaged and the second clutch 5 is engaged, the power transmission between the first input shaft 2 and the planetary carrier 102 is disengaged. The power of the second input shaft 4 can be transmitted to the external gear ring 103 through the second clutch 5, and then to the first output shaft 6 through the external gear ring 103. At this time, the first motor can output power independently, the engine does not output power, and the first motor will not drive the engine to idle.

[0054] At this time, the first motor directly drives the external gear ring 103. The external gear ring 103 and the sun gear 101 are synchronously locked. The planetary gear mechanism 1 is rigidly connected as a whole, forming a direct transmission mode. The transmission path is shorter, which can significantly reduce gear meshing loss and improve mechanical conversion efficiency.

[0055] Moreover, thanks to the characteristics of electric motor drive, this mode performs better in work scenarios that require precise speed adjustment, and can avoid the problem of large speed fluctuations caused by dual power input from the engine and the first motor.

[0056] When the first clutch 3 is engaged and the second clutch 5 is disengaged, the first input shaft 2 can transmit power to the planetary carrier 102 through the first clutch 3, and the second input shaft 4 can transmit power to the sun gear 101. The external gear ring 103 will output the combined speed, realizing the coordinated operation of the engine and the first motor.

[0057] This engine-motor collaborative working mode can lock the engine in the high-efficiency range, while the motor makes up for the power shortcomings, achieving a comprehensive improvement in fuel consumption, performance, and smoothness, and showing better performance in situations with high power demand.

[0058] In addition, the first clutch 3 and the second clutch 5 can both disengage. At this time, neither the first drive device 10 nor the second drive device 11 can transmit power to the first output shaft 6, thereby interrupting the power transmission between the first drive device 10 and the second drive device 11.

[0059] Alternatively, the first clutch 3 and the second clutch 5 can both be engaged, in which case the engine can drive the first motor to rotate through the planetary gear mechanism 1. For example, the first motor can be driven to generate electricity at this time.

[0060] In summary, the transmission system provided in this embodiment of the present invention can achieve different working mode combinations of the first drive device 10 and the second drive device 11 by adjusting the engagement or disengagement states of the first clutch 3 and the second clutch 5, in conjunction with the planetary gear mechanism 1, thereby meeting the needs of different working scenarios.

[0061] In some embodiments provided by this utility model, the second input shaft 4 is a hollow shaft, and the second input shaft 4 is rotatably mounted on the outside of the first input shaft 2, and a sun gear 101 is provided on the outer wall of the second input shaft 4.

[0062] Furthermore, the end of the first input shaft 2 away from the first drive device 10 extends out of the second input shaft 4 and passes through the first clutch 3. The second clutch 5 is located on the side of the sun gear 101 away from the first clutch 3, and the second clutch 5 is fitted onto the outside of the second input shaft 4.

[0063] That is, the two ends of the first input shaft 2 pass through the two ends of the second input shaft 4 respectively, and one end of the first input shaft 2 is connected to the first drive device 10, while the other end passes through the first clutch 3. The first clutch 3 and the second clutch 5 are distributed on both sides of the sun gear 101.

[0064] In this embodiment, the second input shaft 4 adopts a hollow shaft design and is coaxially sleeved on the outside of the first input shaft 2, realizing a nested layout of dual input shafts. This coaxial structure can significantly reduce the radial space occupied by the transmission system, and is especially suitable for hybrid vehicles or multi-power source integration scenarios that are sensitive to installation space.

[0065] The first clutch 3 is located at the far end of the system, and the second clutch 5 is located on the other side of the sun gear 101, which separates the two clutches spatially and avoids the superposition of their thermal loads. In addition, it can prevent the two clutches from interfering with each other, ensuring that each part can operate smoothly without affecting each other.

[0066] Furthermore, the second drive unit 11 is disposed between the second clutch 5 and the first drive unit 10, and the second drive unit 11 is mounted on the outside of the first input shaft 2. For example, the second drive unit 11 can be configured as a coreless motor. In this way, the axial distribution of dual power sources can be achieved without increasing the radial dimension of the transmission system, making full use of the limited radial space and making the structure of the transmission system more compact.

[0067] refer to Figures 1-3As shown, in some embodiments provided by this utility model, the first clutch 3 is a wet clutch and has a first oil port 301. The first clutch 3 is mounted on the outside of the first input shaft 2. It can be understood that the first oil port 301 is used for the inlet and outlet of control oil, so as to control the engagement or disengagement state of the first clutch 3 by control oil.

[0068] The interior of the first input shaft 2 has a first flow channel 201 communicating with the first oil port 301. (Reference) Figure 2 As shown, the first flow channel 201 can be an oil passage hole opened inside the first input shaft 2.

[0069] The first output shaft 6 is provided with a central hole 601 that rotatably engages with the first input shaft 2. For example, the first output shaft 6 is located at the end of the first input shaft 2 away from the first driving device 10, and the end of the first input shaft 2 away from the first driving device 10 rotatably engages with the central hole 601.

[0070] Furthermore, a connecting hole 602 is provided on the wall of the central hole 601, and the connecting hole 602 is rotatably connected to the first flow channel 201 through an annular groove. Optionally, refer to Figure 2 As shown, the annular groove is a first annular groove 202 provided on the outer wall of the first input shaft 2. Of course, in some embodiments not shown, it may also be a first annular groove 202 provided on the inner wall of the central hole 601.

[0071] One end of the first flow channel 201 is connected to the first oil port 301, and the other end of the first flow channel 201 is connected to the first annular groove 202. The connecting hole 602 is arranged opposite to the first annular groove 202 and is connected to each other.

[0072] A rotatable first connector 13 is fitted onto the first output shaft 6. The first connector 13 is rotatably connected to the communicating hole via an annular groove. Optionally, refer to... Figure 2 As shown, the annular groove is a second annular groove 603 disposed on the outer wall of the first output shaft 6. Of course, in some embodiments not shown, it can also be a second annular groove 603 disposed on the inner wall of the first connector 13. The first connector 13 is provided with inlets and outlets for control oil to enter and exit, and the inlets and outlets are connected to the second annular groove 603.

[0073] In this embodiment, when the first clutch 3 needs to engage, external oil enters the interior of the first clutch 3 through the first connector 13, the second annular groove 603, the connecting hole 602, the first annular groove 202, the first flow channel 201, and the first oil port 301, thereby driving the friction pair of the first clutch 3 to engage.

[0074] Conversely, when the first clutch 3 is disengaged, the oil inside the first clutch 3 is discharged through the first oil port 301, the first flow channel 201, the first annular groove 202, the connecting hole 602, the second annular groove 603, and the first connector 13.

[0075] This configuration, employing a wet clutch combined with an internal oil circuit design, achieves linear clutch engagement by controlling oil pressure, thus avoiding impact and wear. Furthermore, the circulating flow of hydraulic oil can simultaneously remove the heat generated by the friction pair, significantly improving thermal stability under high load conditions.

[0076] Integrating the oil passages such as the first flow channel 201, the first annular groove 202, the connecting hole, and the second annular groove 603 directly into the interior of the first input shaft 2 and the first output shaft 6 not only saves space but also reduces the use of external pipes, lowers the complexity of the system and potential leakage points, and increases the reliability and durability of the system.

[0077] In addition, the connector is rotatably connected to the first output shaft 6 through an annular groove, and the first output shaft 6 and the first input shaft 2 are rotatably connected through an annular groove, so that the oil circuit remains connected between the first input shaft 2 and the second input shaft 4 during rotation, ensuring stable supply or return of control oil.

[0078] In addition, the first input shaft 2 is supported at two points by the center hole 601 of the first drive device 10 and the first output shaft 6, which significantly enhances the bending stiffness of the shaft, avoids deformation under high torque or high speed rotation, and ensures transmission accuracy and reliability.

[0079] Optionally, the first clutch 3 includes a first outer hub assembly 302, a first inner hub assembly, a first piston 303, a first elastic element 304, and a first friction pair 305.

[0080] The first outer hub assembly 302 is fixedly mounted on the first input shaft 2, and a receiving space is formed between the first outer hub assembly 302 and the first input shaft 2. Optionally, the first outer hub assembly 302 is welded to the first input shaft 2. The first outer hub assembly 302 is provided with a first oil port 301 communicating with the receiving space.

[0081] The first inner hub assembly is connected to the planetary carrier 102, or the planetary carrier 102 itself serves as the first inner hub assembly. A portion of the first inner hub assembly extends into the receiving space between the first outer hub assembly 302 and the first input shaft 2.

[0082] The first piston 303 is slidably disposed within the receiving space, and a sealed cavity is formed between the end of the first piston 303 away from the planetary carrier 102 and the first outer hub assembly 302, and the sealed cavity is connected to the first oil port 301.

[0083] A first elastic element 304 is disposed between the first outer hub assembly 302 and the first piston 303, and is used to drive the first piston 303 to move away from the planetary carrier 102. The first elastic element 304 is configured as a spring, such as, but not limited to, a disc spring.

[0084] The first friction pair 305 is located on the side of the first piston 303 near the planetary carrier 102 and includes a friction plate and a steel plate. Optionally, the friction plate is connected to the first inner hub assembly, the steel plate is connected to the first outer hub assembly 302, and the friction plate and the steel plate are arranged overlapping along the axial direction of the first input shaft 2.

[0085] In this embodiment, after the oil enters the sealed cavity formed by the first piston 303 and the first outer hub assembly 302 through the first oil port 301, the oil drives the first piston 303 to move towards the planetary carrier 102. The first piston 303 squeezes the steel plate and friction plate and makes the steel plate and friction plate engage, so that the first outer hub assembly 302 and the first inner hub assembly are connected through the steel plate and friction plate, thereby allowing the first input shaft 2 to transmit power to the planetary carrier 102 through the steel plate and friction plate.

[0086] When the first clutch 3 needs to be disengaged, the pressure of the oil decreases. Under the action of the first elastic element 304, the first piston 303 moves away from the planetary carrier 102, thereby causing the steel plates and friction plates of the friction pair to separate from each other.

[0087] refer to Figure 3 As shown, in some embodiments provided by this utility model, the second clutch 5 is a wet clutch and has a second oil port 501. The second clutch 5 is mounted on the outside of the second input shaft 4. It can be understood that the second oil port 501 is used for the inlet and outlet of control oil, so as to control the engagement or disengagement state of the second clutch 5 by means of control oil.

[0088] The interior of the second input shaft 4 has a second flow channel 401 that communicates with the second oil port 501. (See reference...) Figure 3 As shown, the second flow channel 401 can be an oil passage hole opened inside the second input shaft 4.

[0089] A rotatable second connector 14 is fitted on the outer side of the second input shaft 4. The second connector 14 is rotatably connected to the second flow channel 401 through an annular groove.

[0090] Optionally, refer to Figure 3 As shown, the annular groove is a third annular groove 402 disposed on the outer wall of the second input shaft 4. Of course, in some embodiments not shown, it can also be a third annular groove 402 disposed on the inner wall of the second connector 14. The second connector 14 is provided with inlets and outlets for control oil to enter and exit, and the inlets and outlets are connected to the third annular groove 402.

[0091] Correspondingly, one end of the second flow channel 401 is connected to the second oil port 501, and the other end is connected to the third annular groove 402.

[0092] In this embodiment, when the second clutch 5 needs to engage, external oil enters the interior of the second clutch 5 through the second connector 14, the third annular groove 402, the second flow channel 401 and the second oil port 501, thereby driving the friction pair of the second clutch 5 to engage.

[0093] Conversely, when the second clutch 5 is disengaged, the oil inside the second clutch 5 is discharged through the second oil port 501, the second flow channel 401, the third annular groove 402 and the second connector 14.

[0094] This configuration, employing a wet clutch combined with an internal oil circuit design, achieves linear clutch engagement by controlling oil pressure, thus avoiding impact and wear. Furthermore, the circulating flow of hydraulic oil can simultaneously remove the heat generated by the friction pair, significantly improving thermal stability under high load conditions.

[0095] Integrating the oil passages such as the second flow channel 401 and the third annular groove 402 directly into the interior of the second input shaft 4 not only saves space but also reduces the use of external pipes, lowers the complexity of the system and potential leakage points, and increases the reliability and durability of the system.

[0096] In addition, the connector and the second output shaft 9 are rotatably connected through an annular groove, so that the oil circuit remains connected during the rotation of the second input shaft 4, ensuring a stable supply of control oil.

[0097] Optionally, the second clutch 5 includes a second outer hub assembly 502, a second inner hub assembly 503, a second piston 504, a second elastic element 505, and a second friction pair 506.

[0098] The second outer hub assembly 502 is fixedly mounted on the second input shaft 4, and a receiving space is formed between the second outer hub assembly 502 and the second input shaft 4. Optionally, the second outer hub assembly 502 is welded to the second input shaft 4. The second outer hub assembly 502 is provided with a second oil port 501 communicating with the receiving space.

[0099] The second inner hub assembly 503 is connected to the outer gear ring 103. A portion of the second inner hub assembly 503 extends into the receiving space between the second outer hub assembly 502 and the second input shaft 4.

[0100] The second piston 504 is slidably disposed within the receiving space, and a sealed cavity is formed between the end of the second piston 504 away from the planetary carrier 102 and the second outer hub assembly 502, the sealed cavity being connected to the second oil port 501.

[0101] The second elastic element 505 is disposed between the second outer hub assembly 502 and the second piston 504, and is used to drive the second piston 504 to move away from the planetary carrier 102. The second elastic element 505 is configured as a spring, such as, but not limited to, a disc spring.

[0102] The second friction pair 506 is located on the side of the second piston 504 near the planetary carrier 102 and includes a friction plate and a steel plate. Optionally, the friction plate is connected to the second inner hub assembly 503, and the steel plate is connected to the second outer hub assembly 502, and the friction plate and the steel plate are arranged overlapping along the axial direction of the second input shaft 4.

[0103] In this embodiment, after the oil enters the sealed cavity formed by the second piston 504 and the second outer hub assembly 502 through the second oil port 501, the oil drives the second piston 504 to move towards the planetary carrier 102. The second piston 504 squeezes the steel plate and friction plate and makes the steel plate and friction plate engage, so that the second outer hub assembly 502 and the second inner hub assembly 503 are connected through the steel plate and friction plate, thereby allowing the second input shaft 4 to transmit power to the outer gear ring 103 through the steel plate and friction plate.

[0104] When the second clutch 5 needs to be disengaged, the oil pressure decreases, and under the action of the second elastic element 505, the second piston 504 moves away from the planetary carrier 102, thereby causing the steel plates and friction plates of the friction pair to separate from each other.

[0105] In some embodiments provided by this utility model, the transmission system further includes a second output shaft 9 and a first speed-changing mechanism 7. The first speed-changing mechanism 7 can be configured as a speed reduction mechanism.

[0106] The input end of the first speed change mechanism 7 is connected to the first output shaft 6, and the output end of the first speed change mechanism 7 is connected to the second output shaft 9.

[0107] In this embodiment, the first transmission mechanism 7 is positioned between the first output shaft 6 and the second output shaft 9, serving to change speed and adjust power to adapt to different working conditions and requirements, thereby improving work efficiency. For example, the first transmission mechanism 7 can provide multiple transmission ratios, enabling the engine and / or motor to operate in a more efficient range over a wider speed range, improving fuel economy and power response.

[0108] Optionally, the first output shaft 6 and the second output shaft 9 are coaxially arranged. In this embodiment, the two shafts are arranged along the same axis, avoiding the additional space requirements caused by traditional parallel or intersecting shafts, which is particularly suitable for scenarios that are sensitive to axial dimensions (such as the engine compartment layout of hybrid vehicles).

[0109] In some embodiments provided by this utility model, the first speed change mechanism 7 includes an input gear 701, an intermediate shaft 702, a first output gear 705, and a shifting mechanism 706.

[0110] The input gear 701 is connected to the first input shaft 2. For example, the input gear 701 is fixedly mounted on the first input shaft 2, or the input gear 701 and the first input shaft 2 are configured as an integral structure.

[0111] The intermediate shaft 702 is provided with a first intermediate gear 703 and a second intermediate gear 704. Both the first intermediate gear 703 and the second intermediate gear 704 are fixedly mounted on the intermediate shaft 702, or are integrally formed with the intermediate shaft 702. The first intermediate gear 703 meshes with the input gear 701, for example, the number of teeth of the first intermediate gear 703 is greater than or equal to the number of teeth of the input gear 701.

[0112] The first output gear 705 is rotatably mounted on the second output shaft 9. The first output gear 705 meshes with the second intermediate gear 704. For example, the number of teeth on the first output gear 705 is greater than the number of teeth on the second intermediate gear 704.

[0113] The shifting mechanism 706 is used to selectively engage or disengage the second output shaft 9 with the first output gear 705 or the input gear 701.

[0114] In this embodiment, when the shift mechanism 706 engages the second output shaft 9 with the input gear 701, power can be directly transmitted between the first output shaft 6 and the second output shaft 9. This can reduce the number of gear transmission stages and increase the output speed of the second output shaft 9, for example, reducing energy consumption during high-speed cruising.

[0115] When the shift mechanism 706 engages the second output shaft 9 with the first output gear 705, the power path of the first output shaft 6 is input gear 701 - first intermediate gear 703 - intermediate shaft 702 - second intermediate gear 704 - first output gear 705 - second output shaft 9, which can provide greater torque output, such as meeting the needs of working scenarios such as climbing or heavy load.

[0116] This configuration makes the transmission system in this embodiment suitable for hybrid systems, construction machinery, and other applications requiring multiple gear shifts, balancing power and economy.

[0117] Optionally, in some embodiments not shown in this utility model, the shifting mechanism 706 is configured as a dog-tooth type sliding sleeve shifting mechanism. Optionally, the shifting mechanism 706 includes a sliding sleeve, which is slidably fitted onto the second output shaft 9 via a key or spline. Along the axial direction of the second output shaft 9, the sliding sleeve is disposed between the input gear 701 and the first output gear 705. Both ends of the sliding sleeve are provided with teeth, and both the input gear 701 and the first output gear 705 also have teeth on their end faces near the sliding sleeve.

[0118] In this embodiment, by sliding the sleeve, the teeth at one end of the sleeve mesh with the end face teeth of the input gear 701, enabling the first output shaft 6 to directly transmit power to the second output shaft 9. By sliding the sleeve, the teeth at the other end of the sleeve mesh with the end face teeth of the first output gear 705, enabling the first output gear 705 to transmit power to the second output shaft 9 via gear transmission. By sliding the sleeve and disengaging it from the end face teeth, the power transmission is interrupted.

[0119] Of course, the shift mechanism 706 is not limited to the form described in the above embodiments; for example, refer to... Figure 4 As shown, in other embodiments provided by this utility model, there are two second intermediate gears 704, and the two gears have different numbers of teeth.

[0120] Accordingly, there are two first output gears 705, which mesh with the second intermediate gears 704 in a one-to-one correspondence. The two first output gears 705 have the same or different number of teeth, and the number of teeth of each first output gear 705 is greater than the number of teeth of the meshing second intermediate gear 704.

[0121] Furthermore, the shift mechanism 706 includes a first shift mechanism 7061 and a second shift mechanism 7062.

[0122] The first shifting mechanism 7061 is used to selectively engage or disengage the second output shaft 9 with either of the two first output gears 705.

[0123] The second shifting mechanism 7062 is used to engage or disengage the second output shaft 9 from the first output shaft 6.

[0124] In this embodiment, the first shifting mechanism 7061 can directly switch the two sets of first output gears 705 to achieve rapid switching of different transmission ratios. The second shifting mechanism 7062 can directly switch to "direct drive", that is, the second output shaft 9 is rigidly connected to the first output shaft 6, skipping the intermediate gear and reducing power transmission loss.

[0125] With this configuration, the transmission system can provide more different transmission ratios by combining two second intermediate gears 704 with two first output gears 705 with different numbers of teeth, and by directly engaging the second output shaft 9 and the first output shaft 6 through the second shifting mechanism 7062, which can better meet the speed and torque requirements under different working conditions.

[0126] Optionally, there are at least two intermediate shafts 702, each of which is provided with a corresponding first intermediate gear 703 and a second intermediate gear 704. The at least two intermediate shafts 702 are distributed circumferentially along the second output shaft 9.

[0127] In this embodiment, by using multiple intermediate shafts 702 to share the power transmission task from the first input shaft 2, the load can be effectively distributed, which reduces stress concentration on the intermediate shafts 702, reduces the wear rate of individual components, and extends the service life of the entire system.

[0128] Furthermore, even if one of the intermediate shafts 702 or its related components fails, the other intermediate shafts 702 can continue to operate, improving the system's fault tolerance and overall reliability. The symmetrical distribution of multiple intermediate shafts 702 can offset some of the rotational imbalance forces and reduce the radial vibration of the first output shaft 6.

[0129] Optionally, the first shifting mechanism 7061 is configured as a dog-tooth sliding sleeve shifting mechanism. The first shifting mechanism 7061 includes a sliding sleeve, which is slidably fitted onto the second output shaft 9 via a key or spline. Along the axial direction of the second output shaft 9, the sliding sleeve is located between the two first output gears 705. Both ends of the sliding sleeve are provided with teeth, and the end faces of the two first output gears 705 near the sliding sleeve are also provided with teeth.

[0130] In this embodiment, by sliding the sleeve, the teeth at one end of the sleeve mesh with the end face teeth of a first output gear 705, enabling the first output gear 705 to transmit power to the second output shaft 9. By sliding the sleeve, the teeth at the other end of the sleeve mesh with the end face teeth of another first output gear 705, enabling that first output gear 705 to transmit power to the second output shaft 9. By sliding the sleeve and disengaging it from the end face teeth, the power transmission is interrupted.

[0131] Optionally, the second shifting mechanism 7062 is configured as a dog-tooth sliding sleeve shifting mechanism. The second shifting mechanism 7062 includes a sliding sleeve, which is slidably fitted onto the second output shaft 9 via a key or spline. Along the axial direction of the second output shaft 9, the sliding sleeve is located on the side of the input gear 701 away from the planetary gear mechanism 1. The end of the sliding sleeve near the input gear 701 is provided with teeth, and the end face of the input gear 701 near the sliding sleeve is also provided with teeth.

[0132] In this embodiment, by sliding the sleeve, the teeth of the sleeve mesh with the end face teeth of the input gear 701, enabling the first output shaft 6 to transmit power to the second output shaft 9. By sliding the sleeve, disengaging it from the end face teeth of the input gear 701, the power transmission is interrupted.

[0133] In some embodiments provided by this utility model, the transmission system further includes a second speed change mechanism 8, for example, the second speed change mechanism 8 is configured as a speed reduction mechanism.

[0134] The input end of the second speed change mechanism 8 is connected to the third drive device 12, and the output end of the second speed change mechanism 8 is connected to the second output shaft 9. Optionally, the third drive device 12 can be a motor.

[0135] In this embodiment, the power of the third drive device 12 is amplified by the second transmission mechanism 8 and superimposed with the power of the first transmission mechanism 7 through the second output shaft 9, so that the first transmission mechanism 7 and the second transmission mechanism 8 can work together to output power to meet the high torque requirements in actual operation.

[0136] In addition, during gear shifting, one of the first transmission mechanism 7 and the second transmission mechanism 8 can maintain power output while the other performs the shifting, thus enabling gear shifting without power interruption and avoiding the problem of power interruption when shifting under heavy load.

[0137] In summary, by adding a second transmission mechanism 8 and connecting it to the third drive unit 12, the system can obtain power from multiple power sources, namely the first drive unit 10, the second drive unit 11 and the third drive unit 12, thereby increasing the system's flexibility and enabling it to adapt to a wider range of application scenarios.

[0138] In other embodiments, the second output shaft 9 can drive the third drive device 12 to rotate via the second speed change mechanism 8, so that the third drive device 12 generates electricity.

[0139] In some embodiments provided by this utility model, the output end of the second speed change mechanism 8 is located on the side of the first speed change mechanism 7 away from the planetary gear mechanism 1, and is connected to the second output shaft 9.

[0140] The input end of the second transmission mechanism 8 passes through the first transmission mechanism 7 and is connected to the third drive device 12 located between the planetary gear mechanism 1 and the first transmission mechanism 7.

[0141] In this embodiment, the input end of the second transmission mechanism 8 passes through the first transmission mechanism 7 and is connected to the third drive device 12. This design reduces the additional space occupied in the radial direction, allowing the components to be more tightly integrated, improving the space utilization of the entire transmission system, and making the structure more compact.

[0142] Furthermore, the input end of the second transmission mechanism 8 passes through the first transmission mechanism 7 and is connected to the third drive device 12 located between the planetary gear mechanism 1 and the first transmission mechanism 7, so that the first transmission mechanism 7 and the second transmission mechanism 8 are arranged to overlap at least partially in the radial direction of the second output shaft 9, thereby reducing the size of the transmission system in the axial direction, improving the integration and compactness of the transmission system, and reducing the space it occupies.

[0143] In some embodiments provided by this utility model, the second speed change mechanism 8 includes a transmission shaft 801, a second output gear 804, a third output gear 805, and a third shifting mechanism 806.

[0144] One end of the drive shaft 801 is provided with a first drive gear 802 and a second drive gear 803, and the other end of the drive shaft 801 passes through the first transmission mechanism 7 and is connected to the third drive device 12. It can be understood that the third drive device 12 is located between the planetary gear mechanism 1 and the first transmission mechanism 7.

[0145] Both the second output gear 804 and the third output gear 805 are rotatably mounted on the second output shaft 9. The second output gear 804 meshes with the first transmission gear 802, and the third output gear 805 meshes with the second transmission gear 803.

[0146] The third shifting mechanism 806 is used to selectively engage or disengage the second output shaft 9 with either the second output gear 804 or the third output gear 805.

[0147] In this embodiment, by setting a second output gear 804 and a third output gear 805 to mesh with a first transmission gear 802 and a second transmission gear 803 respectively, and using a third shifting mechanism 806 to selectively engage or disengage the second output gear 804 or the third output gear 805, the second transmission mechanism 8 can provide at least two different transmission ratios, thereby adjusting the output speed and torque according to specific needs and adapting to more diverse working conditions.

[0148] For example, a lower gear ratio combination can be selected when high torque is required, while a higher gear ratio combination can be switched when high speed is required.

[0149] Furthermore, the drive shaft 801 passes through the first transmission mechanism 7 and is connected to the third drive device 12 located between the planetary gear mechanism 1 and the first transmission mechanism 7, so that the first transmission mechanism 7 and the second transmission mechanism 8 are arranged to overlap at least partially in the radial direction of the second output shaft 9, thereby reducing the size of the transmission system in the axial direction, improving the integration and compactness of the transmission system, and reducing the space it occupies.

[0150] Optionally, the third shifting mechanism 806 is a dog-tooth type sliding sleeve shifting mechanism. Optionally, the third shifting mechanism 806 includes a sliding sleeve, which is slidably fitted onto the second output shaft 9 via a key or spline. Along the axial direction of the second output shaft 9, the sliding sleeve is disposed between the second output gear 804 and the third output gear 805. Both ends of the sliding sleeve are provided with teeth, and both the second output gear 804 and the third output gear 805 also have teeth on their end faces near the sliding sleeve.

[0151] In this embodiment, by sliding the sliding sleeve, the teeth at one end of the sleeve mesh with the end face teeth of the second output gear 804, enabling the second output gear 804 to transmit power to the second output shaft 9. By sliding the sliding sleeve, the teeth at the other end of the sleeve mesh with the end face teeth of the third output gear 805, enabling the third output gear 805 to transmit power to the second output shaft 9. By sliding the sliding sleeve and disengaging it from the end face teeth, the power transmission is interrupted.

[0152] Optionally, the intermediate shaft 702 is a hollow shaft, one end of the transmission shaft 801 is provided with a first transmission gear 802 and a second transmission gear 803, and the other end of the transmission shaft 801 passes through the intermediate shaft 702 and is connected to the third drive device 12.

[0153] In this embodiment, the transmission shaft 801 passes through the intermediate shaft 702 and is connected to the third drive device 12 located between the planetary gear mechanism 1 and the first transmission mechanism 7, so that the first transmission mechanism 7 and the second transmission mechanism 8 are arranged to overlap at least partially in the radial direction of the second output shaft 9, thereby reducing the size of the transmission system in the axial direction, improving the integration and compactness of the transmission system, and reducing the space it occupies.

[0154] Optionally, the second transmission mechanism 8 also includes a drive gear 807 and a driven gear 808. The drive gear 807 is mounted on the output shaft of the third drive device 12, and the output shaft of the third drive device 12 is rotatably mounted on the outside of the first output shaft 6. For example, the third drive device 12 is configured as a hollow cup motor.

[0155] Furthermore, the drive gear 807 is fixedly mounted on the output shaft of the third drive device 12, and the driven gear 808 is fixedly mounted on the transmission shaft 801, and the driven gear 808 meshes with the drive gear 807.

[0156] In this embodiment, by mounting the output shaft of the third drive device 12 outside the first output shaft 6, an additional power source can be added without increasing the radial dimension of the system.

[0157] Optionally, there are at least two drive shafts 801, each drive shaft 801 being provided with a driven gear 808, a first drive gear 802, and a second drive gear. The at least two drive shafts 801 are distributed circumferentially along the second output shaft 9.

[0158] In this embodiment, by using multiple drive shafts 801 to share the power transmission task from the third drive device 12, the load can be effectively distributed, which reduces stress concentration on the drive shafts 801, reduces the wear rate of individual components, and extends the service life of the entire system.

[0159] Furthermore, even if one of the drive shafts 801 or its related components fails, the other drive shafts 801 can continue to operate, improving the system's fault tolerance and overall reliability. The symmetrical distribution of multiple drive shafts 801 can offset some of the rotational imbalance forces and reduce the radial vibration of the third drive unit 12.

[0160] The features in the above embodiments can be combined. Specifically, the transmission system includes a planetary gear mechanism 1, a first input shaft 2, a first clutch 3, a second input shaft 4, a second clutch 5, a second output shaft 9, a first speed change mechanism 7, and a second speed change mechanism 8.

[0161] The planetary gear mechanism 1 includes a sun gear 101, a planet carrier 102, and an external gear ring 103. The external gear ring 103 is connected to a first output shaft 6. A first input shaft 2 can be selectively engaged or disengaged from the planet carrier 102 via a first clutch 3. A second input shaft 4 is connected to the sun gear 101, and can also be selectively engaged or disengaged from the external gear ring 103 via a second clutch 5.

[0162] The first input shaft 2 is used to connect to the first drive device 10, and the second input shaft 4 is used to connect to the second drive device 11.

[0163] The input end of the first gear shifting mechanism 7 is connected to the first output shaft 6, and the output end of the first gear shifting mechanism 7 is connected to the second output shaft 9. The first gear shifting mechanism 7 includes an input gear 701, an intermediate shaft 702, a first output gear 705, and a shifting mechanism 706.

[0164] The input gear 701 is connected to the first input shaft 2. For example, the input gear 701 is fixedly mounted on the first input shaft 2, or the input gear 701 and the first input shaft 2 are configured as an integral structure.

[0165] The intermediate shaft 702 is provided with a first intermediate gear 703 and a second intermediate gear 704. Both the first intermediate gear 703 and the second intermediate gear 704 are fixedly mounted on the intermediate shaft 702, or are integrated with the intermediate shaft 702. The first intermediate gear 703 meshes with the input gear 701. For example, the number of teeth of the first intermediate gear 703 is greater than or equal to the number of teeth of the input gear 701.

[0166] The first output gear 705 is rotatably mounted on the second output shaft 9, meaning that there is no direct power transmission between the first output gear 705 and the second output shaft 9. The first output gear 705 meshes with the second intermediate gear 704. For example, the number of teeth on the first output gear 705 is greater than the number of teeth on the second intermediate gear 704.

[0167] The shifting mechanism 706 is used to selectively engage or disengage the second output shaft 9 with either the first output gear 705 or the first output shaft 6. There are two second intermediate gears 704, and they have different numbers of teeth.

[0168] Accordingly, there are two first output gears 705, which mesh with the second intermediate gears 704 in a one-to-one correspondence. The two first output gears 705 have the same or different number of teeth, and the number of teeth of each first output gear 705 is greater than the number of teeth of the meshing second intermediate gear 704.

[0169] Furthermore, the shift mechanism 706 includes a first shift mechanism 7061 and a second shift mechanism 7062.

[0170] The first shifting mechanism 7061 is used to selectively engage or disengage the second output shaft 9 with either of the two first output gears 705.

[0171] The second shifting mechanism 7062 is used to engage or disengage the second output shaft 9 from the first output shaft 6.

[0172] The input end of the second speed change mechanism 8 is connected to the third drive device 12, and the output end of the second speed change mechanism 8 is connected to the second output shaft 9. Optionally, the third drive device 12 can be configured as a second motor.

[0173] The second transmission mechanism 8 includes a drive shaft 801, a second output gear 804, a third output gear 805, and a third shifting mechanism 806.

[0174] One end of the drive shaft 801 is provided with a first drive gear 802 and a second drive gear 803, and the other end of the drive shaft 801 passes through the first transmission mechanism 7 and is connected to the third drive device 12. It can be understood that the third drive device 12 is located between the planetary gear mechanism 1 and the first transmission mechanism 7.

[0175] The second output gear 804 and the third output gear 805 are rotatably mounted on the second output shaft 9. The second output gear 804 meshes with the first transmission gear 802, and the third output gear 805 meshes with the second transmission gear.

[0176] The third shifting mechanism 806 is used to selectively engage or disengage the second output shaft 9 with either the second output gear 804 or the third output gear 805.

[0177] In this embodiment, the first gear shift mechanism 7 in the transmission system can provide three gears, and the second gear shift mechanism 8 can provide two gears, so that the transmission system has multiple gear selections, which can improve power and economy.

[0178] In addition, during the shifting process of either the first transmission mechanism 7 or the second transmission mechanism 8, the other can maintain power output at all times, thereby avoiding the problem of power interruption during shifting under heavy load.

[0179] In addition, before shifting gears in the first transmission mechanism 7, the first clutch 3 can be disengaged and the second clutch 5 can be engaged, so that the speed of the first output shaft 6 or the speed of the first output gear 705 can be adjusted by the first motor, thus avoiding the problem of shifting failure caused by an excessive speed difference between the first output shaft 6 or the first output gear 705 and the second output shaft 9.

[0180] Furthermore, by directly connecting the first motor to the external gear ring 103, precise speed regulation can be achieved, avoiding the problem of large fluctuations in speed regulation caused by dual power regulation of the engine and the first motor, which could lead to gear shifting failure.

[0181] Similarly, during the shifting process of the second transmission mechanism 8, the rotational speeds of the second output gear 804 and the third output gear 805 can be adjusted by the second motor to avoid the problem of shifting failure caused by an excessively large speed difference between the second output gear 804 or the third output gear 805 and the second output shaft 9.

[0182] Furthermore, the transmission system in this embodiment has at least the following operating modes:

[0183] For example, in pure electric mode: when both the first clutch 3 and the second clutch 5 are disengaged, the second motor outputs power independently. When the second clutch 5 is engaged and the first clutch 3 is disengaged, the first motor and the second motor output power together.

[0184] Hybrid mode: When the first clutch 3 is engaged and the second clutch 5 is disengaged, the first transmission mechanism 7 is for hybrid power input and the second transmission mechanism 8 is for pure electric input.

[0185] Optionally, the first transmission mechanism 7 and the second transmission mechanism 8 can be integrated into a single housing, thereby improving the integration and compactness of the transmission system and reducing the space occupied by the transmission system.

[0186] Understandably, the shift mechanism 706 in this article can be driven by a motor, cylinder, or manually.

[0187] This utility model also provides a power system in its embodiments.

[0188] Specifically, the power system includes a first drive unit 10, a second drive unit 11, and the transmission system described above. Of course, the power system may also include a third drive unit 12. For example, the first drive unit 10 may be an engine, the second drive unit 11 a first electric motor, and the third drive unit 12 a second electric motor. Alternatively, the first drive unit 10, the second drive unit 11, and the third drive unit 12 may all be electric motors.

[0189] It should be noted that the power system includes the transmission system, and therefore includes all the advantages of the transmission system mentioned above, so it will not be elaborated further.

[0190] This utility model embodiment also provides a working machine.

[0191] Specifically, the operating machinery includes the transmission system or the power system described above.

[0192] It should be noted that operating machinery includes a transmission system or power system, and therefore also includes its related advantages, which will not be elaborated further. Operating machinery includes, but is not limited to, commercial vehicles, pump trucks, or crane vehicles.

[0193] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A transmission system, characterized in that, include: The planetary gear mechanism (1) includes a sun gear (101), a planet carrier (102) and an external gear ring (103), wherein the external gear ring (103) is connected to a first output shaft (6); The first input shaft (2) and the first clutch (3) are configured to engage or disengage from the planetary carrier (102) via the first clutch (3). The first input shaft (2) is used to connect to the first drive unit (10). The second input shaft (4) and the second clutch (5) are connected to the sun gear (101) and can be selectively engaged or disengaged from the external gear ring (103) via the second clutch (5). The second input shaft (4) is used to connect to the second drive unit (11).

2. The transmission system according to claim 1, characterized in that, The second input shaft (4) is a hollow shaft and is rotatably mounted on the outside of the first input shaft (2). The outer wall of the second input shaft (4) is provided with the sun gear (101). The end of the first input shaft (2) away from the first drive device (10) extends out of the second input shaft (4) and passes through the first clutch (3). The second clutch (5) is located on the side of the sun gear (101) away from the first clutch (3) and is fitted on the outside of the second input shaft (4).

3. The transmission system according to claim 1, characterized in that, The first clutch (3) is a wet clutch and has a first oil port (301). The interior of the first input shaft (2) has a first flow channel (201) communicating with the first oil port (301). The first output shaft (6) is provided with a central hole (601) that rotatably engages with the first input shaft (2). A connecting hole (602) is provided on the wall of the central hole (601). The connecting hole (602) is rotatably connected to the first flow channel (201) through an annular groove. A rotatable first connector (13) is fitted on the first output shaft (6), and the first connector (13) is rotatably connected to the connecting hole (602) through an annular groove.

4. The transmission system according to claim 1, characterized in that, The second clutch (5) is a wet clutch and has a second oil port (501). The interior of the second input shaft (4) has a second flow channel (401) that communicates with the second oil port (501). A rotatable second connector (14) is fitted on the outside of the second input shaft (4). The second connector (14) is rotatably connected to the second flow channel (401) through an annular groove.

5. The transmission system according to any one of claims 1-4, characterized in that, The transmission system also includes a second output shaft (9) and a first speed change mechanism (7); The input end of the first speed change mechanism (7) is connected to the first output shaft (6), and the output end of the first speed change mechanism (7) is connected to the second output shaft (9).

6. The transmission system according to claim 5, characterized in that, The first speed change mechanism (7) includes: The input gear (701) is connected to the first input shaft (2); The intermediate shaft (702) is provided with a first intermediate gear (703) and a second intermediate gear (704), wherein the first intermediate gear (703) meshes with the input gear (701); The first output gear (705) is rotatably mounted on the second output shaft (9) and meshes with the second intermediate gear (704); A shifting mechanism (706) is used to selectively engage or disengage the second output shaft (9) with the first output gear (705) or the input gear (701).

7. The transmission system according to claim 6, characterized in that, There are two second intermediate gears (704), and the number of teeth of the two gears is different. There are two first output gears (705), and they mesh with the second intermediate gears (704) one by one. The shifting mechanism (706) includes: A first shifting mechanism (7061) is used to selectively engage or disengage the second output shaft (9) with either of the two first output gears (705); The second shifting mechanism (7062) is used to engage or disengage the second output shaft (9) from the input gear (701).

8. The transmission system according to claim 5, characterized in that, The transmission system further includes a second speed change mechanism (8), the input end of which is connected to the third drive device (12), and the output end of which is connected to the second output shaft (9).

9. The transmission system according to claim 8, characterized in that, The output end of the second speed change mechanism (8) is located on the side of the first speed change mechanism (7) away from the planetary gear mechanism (1) and is connected to the second output shaft (9); The input end of the second transmission mechanism (8) passes through the first transmission mechanism (7) and is connected to the third drive device (12) located between the planetary gear mechanism (1) and the first transmission mechanism (7).

10. The transmission system according to claim 8, characterized in that, The second speed change mechanism (8) includes: A drive shaft (801) is provided at one end with a first drive gear (802) and a second drive gear (803), and the other end of the drive shaft (801) passes through the first speed change mechanism (7) and is connected to the third drive device (12). The second output gear (804) and the third output gear (805) are rotatably mounted on the second output shaft (9) and mesh with the first transmission gear (802) and the second transmission gear, respectively. A third shifting mechanism (806) is used to selectively engage or disengage the second output shaft (9) with the second output gear (804) or the third output gear (805).

11. A power system, characterized in that, It includes a first drive unit (10), a second drive unit (11), and a transmission system as described in any one of claims 1-10.

12. A type of operating machinery, characterized in that, This includes the transmission system as described in any one of claims 1-10 or the power system as described in claim 11.

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