Transmission mechanism and engineering vehicle

Abstract

The utility model relates to the technical field of engineering vehicles, and discloses a transmission mechanism and an engineering vehicle, and the transmission mechanism comprises a transmission shaft, an output shaft, a first clutch, a first planetary gear train, a second clutch, a second planetary gear train and a first locking device. The transmission shaft can be separated from or engaged with the power machine through the first clutch. In the first planetary gear train, a first sun gear is connected to the transmission shaft. The first planet carrier can be separated from or connected with the power machine through the second clutch. In the second planetary gear train, a second sun gear is connected to the transmission shaft, a second planet carrier is connected with the output shaft, and a first planet carrier is connected with the second gear ring. The first locking device is used for fixing or loosening the first gear ring. Three-gear transmission can be achieved by controlling the first locking device, the first clutch and the second clutch. When the three gears are switched, meshing among the gears does not need to be cut off, so that power interruption is avoided, the pause feeling during gear shifting is reduced, and abrasion among the gears during gear shifting is avoided.

Description

Technical Field

[0001] This application relates to the field of engineering vehicle technology, specifically to a transmission mechanism and an engineering vehicle. Background Technology

[0002] Engineering vehicles are specialized vehicles used for various engineering construction and operational tasks, such as excavators, bulldozers, road rollers, and loaders. Because engineering vehicles are primarily used for various tasks in diverse environments, they require at least two gears to achieve different speeds and torque levels.

[0003] Existing engineering vehicles often use sliding sleeve shifting for gear changes. The core principle is to change the position of the sliding gear on the shaft to achieve meshing of different gear pairs, thereby altering the transmission ratio and achieving gear shifting. However, sliding sleeve shifting can cause power interruption during gear changes, and wear can easily occur between the gears during this process.

[0004] Therefore, how to solve or improve the problems of power interruption and wear between gears when shifting gears in engineering vehicles has become an important technical problem to be solved by those skilled in the art. Utility Model Content

[0005] In view of this, this application provides a transmission mechanism and an engineering vehicle to solve or improve the problems of power interruption and wear between gears during gear shifting in engineering vehicles.

[0006] In a first aspect, this application provides a transmission mechanism, comprising:

[0007] A drive shaft is used to transmit power;

[0008] Output shaft, used to output power;

[0009] A first clutch is connected to the drive shaft and is used for transmission connection with a power unit, so that the drive shaft can be disengaged from or engaged with the power unit via the first clutch;

[0010] The first planetary gear train includes a first sun gear, a first planet gear, a first ring gear, and a first planet carrier. The first planet gear is rotatably connected to the first planet carrier. The first planet gear meshes with the first sun gear and the first ring gear respectively. The first sun gear is connected to the drive shaft.

[0011] The second clutch is connected to the first planetary carrier and is used for transmission connection with the power unit, so that the first planetary carrier can be disengaged from or engaged with the power unit through the second clutch;

[0012] The second planetary gear train includes a second sun gear, a second planet gear, a second ring gear, and a second planet carrier. The second planet gear is rotatably connected to the second planet carrier. The second planet gear meshes with the second sun gear and the second ring gear respectively. The second sun gear is connected to the drive shaft. The second planet carrier is connected to the output shaft. The first planet carrier is connected to the second ring gear.

[0013] A first locking device is connected to the first gear ring and is used to fix or release the first gear ring.

[0014] Optionally, it also includes:

[0015] The second locking device is connected to the second gear ring and is used to fix or release the first gear ring.

[0016] Optionally, it also includes:

[0017] The third planetary gear train includes a third sun gear, a third planet gear, a third ring gear, a third planet carrier, and a third locking device. The third planet gear is rotatably connected to the third planet carrier. The third planet gear meshes with the third sun gear and the third ring gear respectively. The third ring gear is driven by the output shaft. The third sun gear is driven by the second ring gear.

[0018] A third locking device is connected to the third planetary carrier and is used to secure or release the third planetary carrier.

[0019] Optionally, the first locking device includes a third clutch, which includes a third outer hub and a third inner hub. The third outer hub is fixedly disposed, and the third inner hub is connected to the first gear ring. The third outer hub and the third inner hub can be separated or engaged with each other.

[0020] And / or, the second locking device includes a fourth clutch, the fourth clutch including a fourth outer hub and a fourth inner hub, the fourth outer hub being fixedly disposed, the fourth inner hub being connected to the second gear ring, and the fourth outer hub and the fourth inner hub being able to separate or engage with each other;

[0021] And / or, the third locking device includes a fifth clutch, the fifth clutch including a fifth outer hub and a fifth inner hub, the fifth outer hub being fixedly disposed, the fifth inner hub being connected to the third planetary carrier, and the fifth outer hub and the fifth inner hub being able to separate or engage with each other.

[0022] Optionally, it also includes an input shaft, a transmission hub, and an output hub, wherein the input shaft is used to connect to the power unit, and a mounting portion is provided on the input shaft, the mounting portion being located between the first clutch and the second clutch;

[0023] The first clutch includes a first outer hub and a first inner hub, which can be separated or engaged. The first outer hub is connected to the mounting portion, and the side of the first inner hub facing away from the mounting portion is connected to the drive shaft.

[0024] The second clutch includes a second outer hub and a second inner hub, which can be separated or engaged. The second outer hub is connected to the mounting part, and the second inner hub is rotatably connected to the input shaft. The transmission hub is sleeved around the first outer hub and the second outer hub, and the second inner hub is connected to the first end of the transmission hub. The output hub is connected to the second end of the transmission hub, and the output hub is connected to the first planetary carrier.

[0025] Optionally, the first clutch further includes a first outer friction plate, a first inner friction plate, a first piston, and a first elastic element. The first outer friction plate is slidably connected to the first outer hub and can rotate synchronously with the first outer hub. The first inner friction plate is slidably connected to the first inner hub and can rotate synchronously with the first inner hub. Both the first outer friction plate and the first inner friction plate can slide along the axial direction of the input shaft. The first outer friction plate and the first inner friction plate at least partially overlap along the axial direction of the input shaft.

[0026] The mounting portion near the first clutch forms a first sliding cavity with the input shaft. The first piston is slidably disposed in the first sliding cavity and can slide near or away from the first outer friction plate. The first piston is connected to the outer wall of the input shaft through the first elastic member. When the first piston slides near the first outer friction plate, it can push the first outer friction plate or the first inner friction plate so that the first outer friction plate and the first inner friction plate are pressed together, and the first elastic member is compressed.

[0027] Optionally, the second clutch further includes a third friction plate, a fourth friction plate, a second piston, and a second elastic element. The third friction plate is slidably connected to the second outer hub and can rotate synchronously with the second outer hub. The fourth friction plate is slidably connected to the second inner hub and can rotate synchronously with the second inner hub. Both the third and fourth friction plates can slide along the axial direction of the input shaft, and the third and fourth friction plates at least partially overlap along the axial direction of the input shaft.

[0028] The mounting portion near the second clutch forms a second sliding cavity with the input shaft. The second piston is slidably disposed in the second sliding cavity and can slide near or away from the third friction plate. The second piston is connected to the outer wall of the input shaft through the second elastic member. When the second piston slides near the third friction plate, it can push the third friction plate or the fourth friction plate so that the third friction plate and the fourth friction plate are pressed together, and the second elastic member is compressed.

[0029] Optionally, the input shaft is provided with a first control oil passage, a first channel, a second control oil passage, and a second channel;

[0030] The first sliding cavity has a first oil port on its cavity wall. The first oil port is located on the side of the first piston away from the first outer friction plate. The first end of the first channel is connected to the first control oil passage, and the second end of the first channel is connected to the first oil port.

[0031] The second sliding cavity has a second oil port on its cavity wall. The second oil port is located on the side of the second piston away from the third friction plate. The first end of the second channel is connected to the second control oil passage, and the second end of the second channel is connected to the second oil port.

[0032] Optionally, the input shaft is provided with a lubricating oil passage, a third channel, and a fourth channel;

[0033] A third oil port is provided on the outer wall of the input shaft. The third oil port is located on the side of the first piston away from the second clutch. The first end of the third channel is connected to the lubricating oil passage, and the second end of the third channel is connected to the third oil port.

[0034] A fourth oil port is provided on the outer wall of the input shaft. The fourth oil port is located on the side of the second piston away from the first clutch. The first end of the fourth channel is connected to the lubricating oil passage, and the second end of the fourth channel is connected to the fourth oil port.

[0035] Secondly, this application also provides an engineering vehicle, including any of the transmission mechanisms described above.

[0036] This application provides a transmission mechanism that controls a first clutch to engage a power unit with a drive shaft for transmission. A second clutch is controlled to disengage the power unit from the first planetary carrier, simultaneously locking the first ring gear with a first locking device. At this point, the first sun gear, first planetary gear, first ring gear, and first planetary carrier form a planetary gear train with a fixed ring gear. This is the first gear position. When the power unit is running, one transmission path is: "The power unit drives the drive shaft to rotate, the drive shaft rotation drives the first sun gear to rotate, the first sun gear drives the first planetary gear and even the first planetary carrier to rotate, thereby driving the second ring gear to rotate, the second ring gear drives the second planetary gear and even the second planetary carrier to rotate, and thus drives the output shaft to rotate for output." Another path is: "The power unit drives the drive shaft to rotate, the drive shaft rotation drives the second sun gear to rotate, the second sun gear drives the second planetary gear and even the second planetary carrier to rotate, and thus drives the output shaft to rotate for output." The final output power of the output shaft is the coupling of the output power from these two paths.

[0037] Controlling the first clutch engages the power unit with the drive shaft for transmission. Controlling the second clutch engages the power unit with the first planetary carrier for transmission, simultaneously releasing the first locking device and disengaging the first ring gear. This is the second gear position. When the power unit is running, one transmission path is: "The power unit drives the drive shaft to rotate, the drive shaft rotates, which drives the second sun gear to rotate, the second sun gear drives the second planetary gear and ultimately the second planetary carrier to rotate, thus driving the output shaft to rotate and output power." The other path is: "The power unit drives the first planetary carrier to rotate, which directly drives the second ring gear to rotate, the second ring gear drives the second planetary gear and ultimately the second planetary carrier to rotate, thus driving the output shaft to rotate and output power." The final output power of the output shaft is the coupling of the power outputs from these two paths.

[0038] Controlling the first clutch disengages the power unit from the drive shaft, breaking the transmission. Controlling the second clutch engages the power unit with the first planetary carrier, simultaneously locking the first ring gear with the first locking device. At this point, the first sun gear, first planetary gear, first ring gear, and first planetary carrier form a planetary gear train with a fixed ring gear. This is the third gear position. When the power unit is running, one transmission path is: "The power unit drives the first planetary carrier to rotate, directly driving the second ring gear to rotate; the second ring gear drives the second planetary gear and ultimately the second planetary carrier to rotate, thus driving the output shaft to rotate and output power." Another path is: "The power unit drives the first planetary carrier to rotate, driving the first planetary gear to rotate; the first planetary gear drives the first sun gear to rotate; the first sun gear drives the drive shaft to rotate; the drive shaft rotates, driving the second sun gear to rotate; the second sun gear drives the second planetary gear and ultimately the second planetary carrier to rotate, thus driving the output shaft to rotate and output power." The final output power of the output shaft is the coupling of the power outputs from these two paths.

[0039] In this way, by controlling the first locking device, the first clutch, and the second clutch, three gears can be achieved. When switching between the first, second, and third gears, it is only necessary to control the first locking device to fix or release the first gear ring, the first clutch to disengage or engage, and the second clutch to disengage or engage. There is no need to disconnect the meshing between the gears, thereby avoiding power interruption, reducing the jerkiness during gear shifting, and preventing wear between the gears during gear shifting. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this application, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram of the transmission mechanism in the first gear position according to an embodiment of this application;

[0042] Figure 2 This is a schematic diagram of the transmission mechanism at the second gear position according to an embodiment of this application;

[0043] Figure 3 This is a schematic diagram of the transmission mechanism at the third gear position according to an embodiment of this application;

[0044] Figure 4 This is a schematic diagram of the transmission mechanism at the fourth gear position according to an embodiment of this application;

[0045] Figure 5This is a transmission schematic diagram of the fifth gear position of a transmission mechanism according to an embodiment of this application;

[0046] Figure 6 This is a schematic diagram of the mounting structure of the first clutch and the second clutch of a transmission mechanism according to an embodiment of this application;

[0047] Figure 7 for Figure 6 Enlarged view of point A;

[0048] Figure 8 for Figure 6 Enlarged diagram of point B.

[0049] Explanation of reference numerals in the attached figures:

[0050] 1. Drive shaft; 2. Output shaft; 3. First planetary gear train; 31. First sun gear; 32. First planetary gear; 33. First planetary carrier; 34. First ring gear; 4. First clutch; 41. First outer hub; 42. First inner hub; 43. First outer friction plate; 44. First inner friction plate; 45. First piston; 46. First elastic element; 5. Second planetary gear train; 51. Second sun gear; 52. Second planetary gear; 53. Second planetary carrier; 54. Second ring gear; 6. Second clutch; 61. Second outer hub; 62. Second inner hub; 63. Second outer friction plate; 64. Second inner friction plate; 65. Second piston; 66. Second elastic element; 7. Third planetary gear train; 71. Third sun gear; 72. Third planetary gear; 73. Third planetary carrier; 74. Third gear ring; 8. Third clutch; 9. Fourth clutch; 10. Fifth clutch; 11. Input shaft; 1101. Mounting part; 11011. First oil port; 11012. Second oil port; 112. First control oil passage; 113. First channel; 114. Second control oil passage; 115. Second channel; 116. Lubricating oil passage; 117. Third channel; 118. Third oil port; 119. Fourth channel; 1110. Fourth oil port; 1111. First annular groove; 1112. Fifth channel; 1113. Second annular groove; 1114. Sixth channel; 1115. Third annular groove; 1116. Seventh channel; 12. Transmission hub; 13. Output hub; 14. Power unit; 15. Housing. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0052] The following joints Figures 1 to 8 This describes an embodiment of the present application.

[0053] According to embodiments of this application, in one aspect, a transmission mechanism is provided, such as... Figures 1 to 5 As shown, it includes a drive shaft 1, an output shaft 2, a first clutch 4, a first planetary gear train 3, a second clutch 6, a second planetary gear train 5, and a first locking device.

[0054] Drive shaft 1 is used to transmit power, and output shaft 2 is used to output power.

[0055] The first clutch 4 is connected to the drive shaft 1 and is used for transmission connection with the power unit 14. After the power unit 14 is connected to the drive shaft 1 through the first clutch 4, the power unit 14 can be engaged with the drive shaft 1 through the first clutch 4 for transmission connection, or the power unit 14 can be disengaged from the drive shaft 1 to disconnect the transmission.

[0056] The first planetary gear train 3 includes a first sun gear 31, a first planet gear 32, a first ring gear 34, and a first planet carrier 33. The first planet gear 32 is rotatably connected to the first planet carrier 33. The first sun gear 31 meshes with the first planet gear 32, and the first ring gear 34 meshes with the first planet gear 32. Thus, the first sun gear 31, the first planet gear 32, the first ring gear 34, and the first planet carrier 33 form a planetary gear train. The first sun gear 31 is connected to the drive shaft 1, so that the rotation of the drive shaft 1 can drive the first sun gear 31 to rotate.

[0057] The second clutch 6 is connected to the first planetary carrier 33 and is used for transmission connection with the power unit 14. After the power unit 14 is connected to the first planetary carrier 33 through the second clutch 6, the power unit 14 can be engaged with the first planetary carrier 33 for transmission connection by controlling the second clutch 6, or the power unit 14 can be disengaged from the first planetary carrier 33 to disconnect the transmission.

[0058] The second planetary gear train 5 includes a second sun gear 51, a second planet gear 52, a second ring gear 54, and a second planet carrier 53. The second planet gear 52 is rotatably connected to the second planet carrier 53. The second sun gear 51 meshes with the second planet gear 52, and the second ring gear 54 meshes with the second planet gear 52, thus forming a planetary gear train. The second sun gear 51 is connected to the drive shaft 1, so that rotation of the drive shaft 1 drives the second sun gear 51 to rotate. The second planet carrier 53 is connected to the output shaft 2, so that rotation of the second planet carrier 53 drives the output shaft 2 to rotate. The first planet carrier 33 is connected to the second ring gear 54, so that rotation of the first planet carrier 33 drives the second ring gear 54 to rotate. The output shaft 2 is coaxial with the drive shaft 1.

[0059] The first locking device is connected to the first gear ring 34 and can fix or loosen the first gear ring 34. The first gear ring 34 can rotate around the axis of the transmission shaft 1. When the first locking device loosens the first gear ring 34, the first gear ring 34 can rotate around the axis of the transmission shaft 1. When the first locking device fixes the first gear ring 34, the first gear ring 34 is fixed and cannot rotate.

[0060] In this way, by controlling the first locking device, the first clutch 4 and the second clutch 6, three gears can be achieved.

[0061] For the first gear, control the first clutch 4 to engage the power unit 14 with the drive shaft 1 for transmission. Control the second clutch 6 to disengage the power unit 14 from the first planetary carrier 33, thus disconnecting the transmission, and simultaneously lock the first gear ring 34 with the first locking device. Figure 1 As shown, at this time, the first sun gear 31, the first planetary gear 32, the first ring gear 34, and the first planet carrier 33 form a planetary gear train with a fixed ring gear. When the power unit 14 is running, the power has two transmission routes.

[0062] One of the routes is: "The power unit 14 drives the transmission shaft 1 to rotate, the transmission shaft 1 rotates to drive the first sun gear 31 to rotate, the first sun gear 31 drives the first planetary gear 32 and even the first planetary carrier 33 to rotate, thereby driving the second ring gear 54 to rotate, the second ring gear 54 drives the second planetary gear 52 and even the second planetary carrier 53 to rotate, and then drives the output shaft 2 to rotate for output."

[0063] Another route is: "The power unit 14 drives the transmission shaft 1 to rotate, the rotation of the transmission shaft 1 drives the second sun gear 51 to rotate, the second sun gear 51 drives the second planet gear 52 and even the second planet carrier 53 to rotate, and then drives the output shaft 2 to rotate and output."

[0064] The final output power of output shaft 2 is the coupling of the output power of the two output paths.

[0065] For the second gear, control the first clutch 4 to engage the power unit 14 with the drive shaft 1 for transmission. Control the second clutch 6 to engage the power unit 14 with the first planetary carrier 33 for transmission, while simultaneously releasing the first locking device from the first gear ring 34. Figure 2 As shown, when the power unit 14 is running, the power has two transmission routes.

[0066] One of the routes is: "The power unit 14 drives the transmission shaft 1 to rotate, the rotation of the transmission shaft 1 drives the second sun gear 51 to rotate, the second sun gear 51 drives the second planet gear 52 and even the second planet carrier 53 to rotate, and then drives the output shaft 2 to rotate and output."

[0067] Another route is that "the power unit 14 drives the first planetary carrier 33 to rotate, thereby directly driving the second ring gear 54 to rotate, the second ring gear 54 drives the second planetary gear 52 and even the second planetary carrier 53 to rotate, and then drives the output shaft 2 to rotate and output".

[0068] The final output power of output shaft 2 is the coupling of the output power of the two output paths.

[0069] For the third gear, control the first clutch 4 to disengage the power unit 14 from the drive shaft 1, thus breaking the transmission. Control the second clutch 6 to engage the power unit 14 with the first planetary carrier 33, thus establishing a transmission connection, while simultaneously securing the first locking device to fix the first gear ring 34. Figure 3 As shown, at this time, the first sun gear 31, the first planetary gear 32, the first ring gear 34, and the first planet carrier 33 form a planetary gear train with a fixed ring gear. When the power unit 14 is running, the power has two transmission routes.

[0070] One of the routes is: "The power unit 14 drives the first planetary carrier 33 to rotate, thereby directly driving the second gear ring 54 to rotate, the second gear ring 54 drives the second planetary gear 52 and even the second planetary carrier 53 to rotate, thereby driving the output shaft 2 to rotate and output."

[0071] Another route is: "The power unit 14 drives the first planetary carrier 33 to rotate, thereby driving the first planetary gear 32 to rotate, the first planetary gear 32 drives the first sun gear 31 to rotate, the first sun gear 31 drives the transmission shaft 1 to rotate, the transmission shaft 1 rotates to drive the second sun gear 51 to rotate, the second sun gear 51 drives the second planetary gear 52 and even the second planetary carrier 53 to rotate, thereby driving the output shaft 2 to rotate and output."

[0072] The final output power of output shaft 2 is the coupling of the output power of the two output paths.

[0073] When switching between the first, second, and third gears, it is only necessary to control the first locking device to fix or release the first gear ring 34, the first clutch 4 to disengage or engage, and the second clutch 6 to disengage or engage. There is no need to disconnect the meshing between the gears, thereby avoiding power interruption, reducing the jerking sensation during gear shifting, and preventing wear between gears during gear shifting.

[0074] Furthermore, since all three gears share a transmission path of "drive shaft 1 rotating to drive the second sun gear 51 to rotate, the second sun gear 51 driving the second planetary gear 52 and even the second planetary carrier 53 to rotate, which in turn drives the output shaft 2 to rotate and output," this ensures that when switching between two gears, the transmission path of "first sun gear 31 driving the first planetary gear 32 and even the first planetary carrier 33 to rotate, which in turn drives the output shaft 2 to rotate and output" always maintains transmission output, avoiding power interruption and reducing the jerking sensation during gear shifts.

[0075] Meanwhile, the first planetary gear train 3 and the second planetary gear train 5 can share the axial load of the output shaft 2, thereby reducing the load on the output shaft 2 when it outputs and improving the reliability of the transmission.

[0076] The power unit 14 can be an engine, an electric motor, or a hybrid of an engine and an electric motor.

[0077] In a further embodiment, such as Figure 4 As shown, the transmission mechanism also includes a second locking device, which is connected to the second gear ring 54 and can fix or loosen the second gear ring 54. The second gear ring 54 can rotate around the axis of the transmission shaft 1. When the second locking device loosens the second gear ring 54, the second gear ring 54 can rotate around the axis of the transmission shaft 1. When the second locking device fixes the second gear ring 54, the second gear ring 54 is fixed and cannot rotate.

[0078] This enables a fourth gear. Specifically, controlling the first clutch 4 engages the power unit 14 with the drive shaft 1 for transmission. Controlling the second clutch 6 disengages the power unit 14 from the first planetary carrier 33, simultaneously releasing the first locking device from the first ring gear 34 and securing the second locking device to the second ring gear 54. At this point, the second sun gear 51, second planetary gear 52, second ring gear 54, and second planetary carrier 53 form a planetary gear train with a fixed ring gear. When the power unit 14 is running, there is only one transmission path for the power.

[0079] The transmission route is as follows: "The power unit 14 drives the transmission shaft 1 to rotate, the rotation of the transmission shaft 1 drives the second sun gear 51 to rotate, the second sun gear 51 drives the second planet gear 52 and even the second planet carrier 53 to rotate, and then drives the output shaft 2 to rotate and output."

[0080] At this point, for the first gear, such as Figure 1 As shown, controlling the first clutch 4 causes the power unit 14 to engage with the drive shaft 1 for transmission. Controlling the second clutch 6 causes the power unit 14 to disengage from the first planetary carrier 33, thereby disconnecting the transmission. Simultaneously, the first locking device secures the first gear ring 34, and the second locking device releases the second gear ring 54.

[0081] At this point, for the second gear, such as Figure 2 As shown, controlling the first clutch 4 causes the power unit 14 to engage with the drive shaft 1 for transmission. Controlling the second clutch 6 causes the power unit 14 to engage with the first planetary carrier 33 for transmission. Simultaneously, the first locking device is released from the first gear ring 34, and the second locking device is released from the second gear ring 54.

[0082] At this point, for the third gear, such as Figure 3 As shown, controlling the first clutch 4 separates the power unit 14 from the drive shaft 1, thus disengaging the transmission. Controlling the second clutch 6 engages the power unit 14 with the first planetary carrier 33 for transmission, while simultaneously fixing the first gear ring 34 with the first locking device and releasing the second gear ring 54 with the second locking device.

[0083] In this way, by controlling the first locking device, the first clutch 4, the second clutch 6, and the second locking device, four gears can be achieved.

[0084] When switching between the first, second, third, and fourth gears, it is only necessary to control the first locking device to fix or release the first gear ring 34, the first clutch 4 to disengage or engage, the second clutch 6 to disengage or engage, and the second locking device to fix or release the second gear ring 54. There is no need to disconnect the meshing between the gears, thereby avoiding power interruption, reducing the jerking sensation during gear shifting, and preventing wear between gears during gear shifting.

[0085] Furthermore, since all four gears have a transmission path of "drive shaft 1 to rotate, driving the second sun gear 51 to rotate, the second sun gear 51 to rotate the second planetary gear 52 and even the second planetary carrier 53, thereby driving the output shaft 2 to rotate and output", this ensures that when switching between two gears, the transmission path of "the first sun gear 31 to rotate the first planetary gear 32 and even the first planetary carrier 33, thereby driving the output shaft 2 to rotate and output" always maintains transmission output, avoiding power interruption and reducing the jerking sensation during gear shifting.

[0086] In a further embodiment, such as Figure 5As shown, the transmission mechanism also includes a third planetary gear train 7 and a third locking device. The third planetary gear train 7 includes a third sun gear 71, a third planetary gear 72, a third ring gear 74, and a third planet carrier 73. The third planetary gear 72 is rotatably connected to the third planet carrier 73. The third planetary gear 72 meshes with the third sun gear 71, and the third ring gear 74 meshes with the third planetary gear 72, thereby forming a planetary gear train composed of the third sun gear 71, the third planetary gear 72, the third ring gear 74, and the third planet carrier 73.

[0087] The third ring gear 74 is driven by the output shaft 2, so that the rotation of the third ring gear 74 can drive the output shaft 2 to rotate and output. The third sun gear 71 is driven by the second ring gear 54, so that the rotation of the second ring gear 54 can drive the third sun gear 71 to rotate.

[0088] The third locking device is connected to the third planetary carrier 73 and can fix or loosen the third planetary carrier 73. The third planetary carrier 73 can rotate around the axis of the output shaft 2. When the third locking device loosens the third planetary carrier 73, the third planetary carrier 73 can rotate around the axis of the output shaft 2. When the third locking device fixes the third planetary carrier 73, the third planetary carrier 73 is fixed and cannot rotate.

[0089] This enables the fifth gear. Specifically, controlling the first clutch 4 engages the power unit 14 with the drive shaft 1 for transmission. Controlling the second clutch 6 disengages the power unit 14 from the first planetary carrier 33, simultaneously releasing the first locking device from the first ring gear 34, releasing the second locking device from the second ring gear 54, and locking the third locking device into the third planetary carrier 73. At this point, the third sun gear 71, the third planetary gear 72, the third ring gear 74, and the third planetary carrier 73 form a planetary gear train with a fixed planetary carrier. When the power unit 14 is running, there are two transmission routes for the power.

[0090] One of the transmission routes is: "The power unit 14 drives the transmission shaft 1 to rotate, the rotation of the transmission shaft 1 drives the second sun gear 51 to rotate, the second sun gear 51 drives the second planet gear 52 and even the second planet carrier 53 to rotate, and then drives the output shaft 2 to rotate and output."

[0091] Another transmission route is: "The power unit 14 drives the transmission shaft 1 to rotate, the transmission shaft 1 rotates to drive the second sun gear 51 to rotate, the second sun gear 51 drives the second planet gear 52 to rotate, the second planet gear 52 drives the second ring gear 54 to rotate, the second ring gear 54 drives the third sun gear 71 to rotate, the third sun gear 71 drives the third planet gear 72 to rotate, the third planet gear 72 drives the third ring gear 74 to rotate, and thus drives the output shaft 2 to rotate for output."

[0092] The final output power of output shaft 2 is the coupling of the output power of the two output paths.

[0093] At this point, for the first gear, such as Figure 1 As shown, controlling the first clutch 4 causes the power unit 14 to engage with the drive shaft 1 for transmission. Controlling the second clutch 6 causes the power unit 14 to disengage from the first planetary carrier 33, thereby disconnecting the transmission. Simultaneously, the first locking device secures the first gear ring 34, the second locking device releases the second gear ring 54, and the third locking device releases the third planetary carrier 73.

[0094] At this point, for the second gear, such as Figure 2 As shown, controlling the first clutch 4 causes the power unit 14 to engage with the drive shaft 1 for transmission. Controlling the second clutch 6 causes the power unit 14 to engage with the first planetary carrier 33 for transmission. Simultaneously, the first locking device is released from the first gear ring 34, the second locking device is released from the second gear ring 54, and the third locking device is released from the third planetary carrier 73.

[0095] At this point, for the third gear, such as Figure 3 As shown, controlling the first clutch 4 separates the power unit 14 from the drive shaft 1, thus disconnecting the transmission. Controlling the second clutch 6 engages the power unit 14 with the first planetary carrier 33 for transmission, while simultaneously fixing the first gear ring 34 with the first locking device, releasing the second gear ring 54 with the second locking device, and releasing the third planetary carrier 73 with the third locking device.

[0096] At this point, for the fourth gear, such as Figure 4 As shown, controlling the first clutch 4 causes the power unit 14 to engage with the drive shaft 1 for transmission. Controlling the second clutch 6 causes the power unit 14 to disengage from the first planetary carrier 33, thereby disconnecting the transmission. Simultaneously, the first locking device releases the first gear ring 34, the second locking device secures the second gear ring 54, and the third locking device releases the third planetary carrier 73.

[0097] In this way, by controlling the first locking device, the first clutch 4, the second clutch 6, the second locking device, and the third locking device, five gears can be achieved.

[0098] When switching between the first, second, third, fourth, and fifth gears, it is only necessary to control the first locking device to fix or release the first gear ring 34, the first clutch 4 to disengage or engage, the second clutch 6 to disengage or engage, the second locking device to fix or release the second gear ring 54, and the third locking device to fix or release the third gear ring 74. There is no need to disconnect the meshing between the gears, thereby avoiding power interruption, reducing the jerking sensation during gear shifting, and preventing wear between gears during gear shifting.

[0099] Furthermore, since all five gears share a transmission path of "drive shaft 1 rotating to drive the second sun gear 51 to rotate, the second sun gear 51 driving the second planetary gear 52 and even the second planetary carrier 53 to rotate, which in turn drives the output shaft 2 to rotate and output," this ensures that when switching between two gears, the transmission path of "first sun gear 31 driving the first planetary gear 32 and even the first planetary carrier 33 to rotate, which in turn drives the output shaft 2 to rotate and output" always maintains transmission output, avoiding power interruption and reducing the jerking sensation during gear shifts.

[0100] It is worth noting that the final output speed increases sequentially in the fifth, fourth, first, second, and third gears.

[0101] As an optional embodiment, the first locking device includes a third clutch 8, which is a friction plate clutch, a commonly used type of clutch. It includes a third outer hub, a third inner hub, a third outer friction plate, a third inner friction plate, and a third piston. The third outer hub is located around the third inner hub. A first spline groove is formed axially on the inner circumferential surface of the third outer hub. A first spline is provided on the outer side of the third outer friction plate, and the first spline is slidably disposed in the first spline groove. A second spline groove is formed axially on the outer circumferential surface of the third inner hub. A second spline is provided on the inner side of the third inner friction plate, and the second spline is slidably disposed in the second spline groove.

[0102] When the oil pushes the third piston to slide in the third piston groove, it can push the third outer friction plate or the third inner friction plate, so that when the third outer friction plate and the third inner friction plate are pressed together, the third outer hub and the third inner hub are circumferentially fixed, and at this time the third outer hub and the third inner hub are engaged. When the third outer friction plate and the third inner friction plate separate, the third outer hub and the third inner hub can rotate relative to each other in the circumferential direction, and at this time the third outer hub and the third inner hub are separated.

[0103] Specifically, the third outer hub is fixedly connected to the frame or housing 15, and the third inner hub is connected to the first gear ring 34. Thus, the first gear ring 34 is fixed when the third outer friction plate and the third inner friction plate are pressed together, and the first gear ring 34 is released when the third outer friction plate and the third inner friction plate are separated.

[0104] The first locking device can also be a braking device, which uses the friction between the brake pads to fix and loosen the first gear ring 34.

[0105] The second locking device may include a fourth clutch 9, which is a friction plate clutch, a commonly used type of clutch. It includes a fourth outer hub, a fourth inner hub, a fourth outer friction plate, a fourth inner friction plate, and a fourth piston. The fourth outer hub is located around the fourth inner hub. A third spline groove is axially formed on the inner circumferential surface of the fourth outer hub. A third spline is provided on the outer side of the fourth outer friction plate, and the third spline is slidably disposed within the third spline groove. Similarly, a fourth spline groove is axially formed on the outer circumferential surface of the fourth inner hub. A fourth spline is provided on the inner side of the fourth inner friction plate, and the fourth spline is slidably disposed within the fourth spline groove.

[0106] When the oil pushes the fourth piston to slide in the fourth piston groove, it can push the fourth outer friction plate or the fourth inner friction plate, so that when the fourth outer friction plate and the fourth inner friction plate are pressed together, the fourth outer hub and the fourth inner hub are circumferentially fixed, and at this time the fourth outer hub and the fourth inner hub are engaged. When the fourth outer friction plate and the fourth inner friction plate separate, the fourth outer hub and the fourth inner hub can rotate relative to each other in the circumferential direction, and at this time the fourth outer hub and the second inner hub 62 separate.

[0107] Specifically, the fourth outer hub is fixedly connected to the frame or housing 15, and the fourth inner hub is connected to the second gear ring 54. Thus, the second gear ring 54 is fixed when the fourth outer friction plate and the fourth inner friction plate are pressed together, and the second gear ring 54 is released when the fourth outer friction plate and the fourth inner friction plate are separated.

[0108] The second locking device can also be a braking device, which uses the friction between the brake pads to fix and loosen the second gear ring 54.

[0109] The third locking device may include a fifth clutch 10, which is a friction plate clutch, a commonly used type of clutch. It includes a fifth outer hub, a fifth inner hub, a fifth outer friction plate, a fifth inner friction plate, and a fifth piston. The fifth outer hub is located around the fifth inner hub. A fifth spline groove is axially formed on the inner circumferential surface of the fifth outer hub. A fifth spline is provided on the outer side of the fifth outer friction plate, and the fifth spline is slidably disposed within the fifth spline groove. A sixth spline groove is axially formed on the outer circumferential surface of the fifth inner hub. A sixth spline is provided on the inner side of the fifth inner friction plate, and the sixth spline is slidably disposed within the sixth spline groove.

[0110] When the oil pushes the fifth piston to slide in the fifth piston groove, it can push the fifth outer friction plate or the fifth inner friction plate, so that when the fifth outer friction plate and the fifth inner friction plate are pressed together, the fifth outer hub and the fifth inner hub are circumferentially fixed, and at this time the fifth outer hub and the fifth inner hub are engaged. When the fifth outer friction plate and the fifth inner friction plate separate, the fifth outer hub and the fifth inner hub can rotate relative to each other in the circumferential direction, and at this time the fifth outer hub and the fifth inner hub are separated.

[0111] Specifically, the fifth outer hub is fixedly connected to the frame or housing 15, and the fifth inner hub is connected to the third gear ring 74. Thus, the third planetary carrier 73 is fixed when the fifth outer friction plate and the fifth inner friction plate are pressed together, and the third planetary carrier 73 is released when the fifth outer friction plate and the fifth inner friction plate are separated.

[0112] The third locking device can also be a braking device, which uses the friction between the brake pads to fix and loosen the third planetary carrier 73.

[0113] In this configuration, any one of the first, second, and third locking devices can be configured as a friction plate clutch, any two can be configured as friction plate clutches, or all of them can be configured as friction plate clutches. This makes gear shifting smoother and reduces jerking.

[0114] As an optional embodiment, such as Figure 6 As shown, the transmission mechanism also includes an input shaft 11, a transmission hub 12, and an output hub 13. Both the transmission hub 12 and the output hub 13 are annular. The output hub 13 is connected to the first planetary carrier 33, so that rotation of the output hub 13 can drive rotation of the first planetary carrier 33.

[0115] The input shaft 11 is used to connect to the power unit 14, so that the power unit 14 can drive the input shaft 11 to rotate. The input shaft 11 is provided with a mounting part 1101 in a ring, so that the mounting part 1101 is located between the first clutch 4 and the second clutch 6.

[0116] The first clutch 4 includes a first outer hub 41 and a first inner hub 42, which can engage or disengage. The first outer hub 41 is connected to the mounting part 1101, so that when the input shaft 11 rotates, it drives the mounting part 1101 to rotate, which in turn drives the first outer hub 41 to rotate.

[0117] The first inner hub 42 is connected to the drive shaft 1 on the side opposite to the mounting portion 1101. Thus, when the first outer hub 41 and the first inner hub 42 are engaged, the input shaft 11 rotates, causing the mounting portion 1101 to rotate. The mounting portion 1101 then rotates the first outer hub 41, which in turn rotates the first inner hub 42, thereby rotating the drive shaft 1. However, when the first outer hub 41 and the first inner hub 42 are separated, the rotation of the first outer hub 41 cannot drive the rotation of the first inner hub 42, thus preventing power transmission to the drive shaft 1.

[0118] The second clutch 6 includes a second outer hub 61 and a second inner hub 62, which can engage or disengage. The second outer hub 61 is connected to the mounting part 1101, so that when the input shaft 11 rotates, it drives the mounting part 1101 to rotate, which in turn drives the second outer hub 61 to rotate.

[0119] The second inner hub 62 is rotatably connected to the input shaft 11. The transmission hub 12 is sleeved around the first outer hub 41 and the second outer hub 61, and the transmission hub 12 has a first end and a second end. An extension is provided on the second inner hub 62, and the second inner hub 62 is connected to the first end of the transmission hub 12 through the extension. The second end of the transmission hub 12 is connected to the output hub 13, and the output hub 13 is rotatably connected to the outer casing 15.

[0120] Thus, when the second outer hub 61 and the first inner hub 42 are engaged, the input shaft 11 rotates, causing the mounting part 1101 to rotate. The mounting part 1101 then rotates the second outer hub 61, which in turn rotates the second inner hub 62. The second inner hub 62 then rotates the transmission hub 12, which in turn rotates the output hub 13, thereby driving the first planetary carrier 33 to rotate. When the second outer hub 61 and the first inner hub 42 are separated, the second outer hub 61 cannot drive the second inner hub 62 to rotate, and therefore, power is not transmitted to the first planetary carrier 33.

[0121] This configuration, which places the first clutch 4 and the second clutch 6 together, makes the structure more compact and enables same-side output of the dual-clutch structure.

[0122] As an optional embodiment, such as Figure 7 As shown, the first clutch 4 is a friction plate clutch, which also includes a first outer friction plate 43, a first inner friction plate 44, a first piston 45, and a first elastic element 46. The first outer hub 41 is located around the first inner hub 42. A seventh spline groove is formed axially on the inner circumferential surface of the first outer hub 41, and a seventh spline is provided on the outer side of the first outer friction plate 43. The first spline is slidably disposed in the seventh spline groove. Thus, the first outer friction plate 43 is slidably connected to the first outer hub 41 and can rotate synchronously with the first outer hub 41.

[0123] An eighth spline groove is formed along the axial direction on the outer peripheral surface of the first inner hub 42, and an eighth spline is provided on the inner side of the second inner friction plate 64. The eighth spline is slidably disposed in the eighth spline groove. Thus, the first inner friction plate 44 is slidably connected to the first inner hub 42 and can rotate synchronously with the first inner hub 42.

[0124] Both the first outer friction plate 43 and the first inner friction plate 44 can slide along the axial direction of the input shaft 11. The first outer friction plate 43 and the first inner friction plate 44 overlap at least partially along the axial direction of the input shaft 11, so that when the first outer friction plate 43 and the first inner friction plate 44 slide and approach each other, they can press against each other.

[0125] The mounting portion 1101 forms a first sliding cavity between the side near the first clutch 4 and the input shaft 11. The first piston 45 is slidably disposed in the first sliding cavity. When the first piston 45 slides in the first sliding cavity, it slides along the axial direction of the input shaft 11 and moves closer to or away from the first outer friction plate 43. The first piston 45 is connected to the outer wall of the input shaft 11 through a first elastic member 46.

[0126] When the first clutch 4 needs to be switched to the engaged state, as the first piston 45 slides continuously close to the first outer friction plate 43, it can push the first outer friction plate 43 or the first inner friction plate 44, causing the first outer friction plate 43 and the first inner friction plate 44 to approach and press against each other, thereby engaging the first outer friction plate 43 and the first inner friction plate 44, and thus enabling the first outer hub 41 and the first inner hub 42 to rotate synchronously. At this time, the first elastic member 46 is compressed.

[0127] When it is necessary to switch the first clutch 4 to the disengaged state, the driving force on the first piston 45 is removed, the first elastic element 46 rebounds and pushes the piston away from the first outer friction plate 43 to slide, so that the first outer friction plate 43 and the first inner friction plate 44 separate and are no longer pressed together, so that the first outer hub 41 and the first inner hub 42 cannot rotate synchronously.

[0128] As an optional embodiment, such as Figure 8 As shown, the second clutch 6 is a friction plate clutch, which also includes a second outer friction plate 63, a second inner friction plate 64, a second piston 65, and a second elastic element 66. The second outer hub 61 is located around the second inner hub 62. A ninth spline groove is formed axially on the inner circumferential surface of the second outer hub 61, and a ninth spline is provided on the outer side of the second outer friction plate 63, which is slidably disposed in the ninth spline groove. Thus, the second outer friction plate 63 is slidably connected to the second outer hub 61 and can rotate synchronously with the second outer hub 61.

[0129] A tenth spline groove is formed along the axial direction on the outer peripheral surface of the second inner hub 62, and a tenth spline is provided on the inner side of the second inner friction plate 64. The tenth spline is slidably disposed in the tenth spline groove. Thus, the second outer friction plate 63 is slidably connected to the second inner hub 62 and can rotate synchronously with the second inner hub 62.

[0130] The second outer friction plate 63 and the second inner friction plate 64 can both slide along the axial direction of the input shaft 11. The second outer friction plate 63 and the second inner friction plate 64 overlap at least partially along the axial direction of the input shaft 11, so that when the second outer friction plate 63 and the second inner friction plate 64 slide and approach each other, they can press against each other.

[0131] The mounting portion 1101 forms a second sliding cavity between the side near the second clutch 6 and the input shaft 11. The second piston 65 is slidably disposed in the second sliding cavity. When the second piston 65 slides in the second sliding cavity, it slides along the axial direction of the input shaft 11 and moves closer to or away from the second outer friction plate 63. The second piston 65 is connected to the outer wall of the input shaft 11 through the second elastic member 66.

[0132] When the second clutch 6 needs to be switched to the engaged state, as the second piston 65 continuously slides close to the second outer friction plate 63, it can push the second outer friction plate 63 or the second inner friction plate 64, causing the second outer friction plate 63 and the second inner friction plate 64 to approach and press against each other, thereby engaging the second outer friction plate 63 and the second inner friction plate 64, and thus enabling the second outer hub 61 and the second inner hub 62 to rotate synchronously. At this time, the second elastic member 66 is compressed.

[0133] When it is necessary to switch the second clutch 6 to the disengaged state, the driving force on the second piston 65 is removed, the second elastic element 66 rebounds and pushes the piston away from the second outer friction plate 63 to slide, so that the second outer friction plate 63 and the second inner friction plate 64 separate and are no longer pressed together, so that the second outer hub 61 and the second inner hub 62 cannot rotate synchronously.

[0134] As an optional embodiment, such as Figures 6 to 8 As shown, a first control oil passage 112, a first channel 113, a second control oil passage 114, and a second channel 115 are provided in the input shaft 11.

[0135] A first oil port 11011 is provided on the cavity wall of the first sliding cavity, such that the first oil port 11011 is located on the side of the first piston 45 away from the first outer friction plate 43. In this way, when oil enters the first sliding cavity from the first oil port 11011, it pushes the first piston 45 to slide closer to the first outer friction plate 43.

[0136] The first channel 113 has a first end and a second end. The first end of the first channel 113 is connected to the first control oil passage 112. The second end of the first channel 113 is connected to the first oil port 11011. In this way, oil can be introduced into the first control oil passage 112, and then the oil enters the first sliding cavity through the first channel 113 and the first oil port 11011, pushing the first piston 45 to slide closer to the first outer friction plate 43. When the first elastic element 46 rebounds and pushes the piston away from the second outer friction plate 63, the oil on the side of the first piston 45 away from the first outer friction plate 43 flows from the first oil port 11011 through the first channel 113 into the first control oil passage 112 and is then discharged. This achieves oil-controlled sliding of the first piston 45.

[0137] A first annular groove 1111 is formed on the outer wall of the input shaft 11, and a fifth channel 1112 is formed on the input shaft 11. The first annular groove 1111 is connected to the first control oil passage 112 through the fifth channel 1112. In this way, when oil is introduced into the first annular groove 1111, it can be introduced into the first control oil passage 112 through the fifth channel 1112.

[0138] A second oil port 11012 is provided on the cavity wall of the second sliding cavity, such that the second oil port 11012 is located on the side of the second piston 65 away from the second outer friction plate 63. In this way, when oil enters the second sliding cavity through the second oil port 11012, it pushes the second piston 65 to slide closer to the second outer friction plate 63.

[0139] The second channel 115 has a first end and a second end. The first end of the second channel 115 is connected to the second control oil passage 114. The second end of the second channel 115 is connected to the second oil port 11012. In this way, oil can be introduced into the second control oil passage 114, and then the oil enters the second sliding cavity through the second channel 115 and the second oil port 11012, pushing the second piston 65 closer to the second outer friction plate 63. When the second elastic element 66 rebounds and pushes the piston away from the second outer friction plate 63, the oil on the side of the second piston 65 away from the second outer friction plate 63 exits from the second oil port 11012, enters the second control oil passage 114 through the second channel 115, and is then discharged. This achieves oil-controlled sliding of the second piston 65.

[0140] A second annular groove 1113 is formed on the outer wall of the input shaft 11, and a sixth channel 1114 is formed on the input shaft 11. The second annular groove 1113 is connected to the second control oil passage 114 through the sixth channel 1114. In this way, when oil is introduced into the second annular groove 1113, it can be introduced into the second control oil passage 114 through the sixth channel 1114.

[0141] The input shaft has a first sealing ring on its outer wall, which is located between the first annular groove 1111 and the second annular groove 1113.

[0142] As an optional implementation method, such as Figures 6 to 8 As shown, a lubricating oil passage 116, a third channel 117, and a fourth channel 119 are provided inside the input shaft 11.

[0143] A third oil port 118 is provided on the outer wall of the input shaft 11, located on the side of the first piston 45 away from the second clutch 6. This allows lubricating oil to enter the space on the side of the first piston 45 away from the second clutch 6 through the third oil port 118, thereby lubricating the first outer friction plate 43 and the first inner friction plate 44 and reducing wear between them. Furthermore, when the first inner hub 42 is rotatably connected to the input shaft 11 via the first bearing, the first bearing can also be lubricated.

[0144] A fourth oil port 1110 is provided on the outer wall of the input shaft 11, located on the side of the second piston 65 away from the second clutch 6. This allows lubricating oil to enter the space on the side of the second piston 65 away from the second clutch 6 through the fourth oil port 1110, thereby lubricating the space between the second outer friction plate 63 and the second inner friction plate 64 and reducing wear between the first outer friction plate 43 and the second outer friction plate 63. Furthermore, when the second inner hub 62 is rotatably connected to the input shaft 11 via the second bearing, the second bearing can also be lubricated.

[0145] A third annular groove 1115 is formed on the outer wall of the input shaft 11, and a seventh channel 1116 is formed on the input shaft 11. The third annular groove 1115 is connected to the lubricating oil passage 116 through the seventh channel 1116. In this way, when oil is introduced into the third annular groove 1115, it can be introduced into the lubricating oil passage 116 through the seventh channel 1116.

[0146] A second sealing ring is provided on the outer wall of the input shaft, and the second sealing ring is located between the third annular groove 1115 and the second annular groove 1113.

[0147] According to an embodiment of this application, another aspect is provided: an engineering vehicle including any of the above-mentioned transmission mechanisms. The technical effects brought by this engineering vehicle are the same as those of the transmission mechanism, so they will not be described in detail here.

[0148] The engineering vehicles can be excavators, loaders, or bulldozers, etc.

[0149] Although embodiments of this application 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 this application, and such modifications and variations all fall within the scope defined by this application.

Claims

1. A transmission mechanism, characterized in that, include: Drive shaft (1), used for transmitting power; Output shaft (2), used for outputting power; The first clutch (4) is connected to the drive shaft (1) and is used to drive the power machine (14) so ​​that the drive shaft (1) can be separated from or engaged with the power machine (14) through the first clutch (4); The first planetary gear train (3) includes a first sun gear (31), a first planetary gear (32), a first ring gear (34) and a first planet carrier (33). The first planetary gear (32) is rotatably connected to the first planet carrier (33). The first planetary gear (32) meshes with the first sun gear (31) and the first ring gear (34) respectively. The first sun gear (31) is connected to the drive shaft (1). The second clutch (6) is connected to the first planetary carrier (33) and is used to drive the power machine (14) so ​​that the first planetary carrier (33) can be disengaged from or engaged with the power machine (14) through the second clutch (6); The second planetary gear train (5) includes a second sun gear (51), a second planetary gear (52), a second ring gear (54), and a second planetary carrier (53). The second planetary gear (52) is rotatably connected to the second planetary carrier (53). The second planetary gear (52) meshes with the second sun gear (51) and the second ring gear (54) respectively. The second sun gear (51) is connected to the drive shaft (1). The second planetary carrier (53) is connected to the output shaft (2). The first planetary carrier (33) is connected to the second ring gear (54). A first locking device is connected to the first toothed ring (34) and is used to fix or release the first toothed ring (34).

2. The transmission mechanism according to claim 1, characterized in that, Also includes: The second locking device is connected to the second toothed ring (54) and is used to fix or release the first toothed ring (34).

3. The transmission mechanism according to claim 2, characterized in that, Also includes: The third planetary gear train (7) includes a third sun gear (71), a third planetary gear (72), a third ring gear (74), a third planetary carrier (73), and a third locking device. The third planetary gear (72) is rotatably connected to the third planetary carrier (73). The third planetary gear (72) meshes with the third sun gear (71) and the third ring gear (74) respectively. The third ring gear (74) is drivenly connected to the output shaft (2). The third sun gear (71) is drivenly connected to the second ring gear (54). A third locking device is connected to the third planetary carrier (73) and is used to fix or release the third planetary carrier (73).

4. The transmission mechanism according to claim 3, characterized in that, The first locking device includes a third clutch (8), which includes a third outer hub and a third inner hub. The third outer hub is fixedly installed, and the third inner hub is connected to the first gear ring (34). The third outer hub and the third inner hub can be separated or engaged with each other. And / or, the second locking device includes a fourth clutch (9), the fourth clutch (9) including a fourth outer hub and a fourth inner hub, the fourth outer hub being fixedly disposed, the fourth inner hub being connected to the second gear ring (54), and the fourth outer hub and the fourth inner hub being able to separate or engage with each other; And / or, the third locking device includes a fifth clutch (10), the fifth clutch (10) includes a fifth outer hub and a fifth inner hub, the fifth outer hub is fixedly disposed, the fifth inner hub is connected to the third planetary carrier (73), and the fifth outer hub and the fifth inner hub can be separated or engaged with each other.

5. The transmission mechanism according to claim 1, characterized in that, It also includes an input shaft (11), a drive hub (12), and an output hub (13). The input shaft (11) is used to connect to the power unit (14). The input shaft (11) is provided with a mounting part (1101), which is located between the first clutch (4) and the second clutch (6). The first clutch (4) includes a first outer hub (41) and a first inner hub (42). The first outer hub (41) and the first inner hub (42) can be separated or engaged. The first outer hub (41) is connected to the mounting part (1101), and the side of the first inner hub (42) facing away from the mounting part (1101) is connected to the drive shaft (1). The second clutch (6) includes a second outer hub (61) and a second inner hub (62). The second outer hub (61) and the second inner hub (62) can be separated or engaged. The second outer hub (61) is connected to the mounting part (1101). The second inner hub (62) is rotatably connected to the input shaft (11). The transmission hub (12) is sleeved on the periphery of the first outer hub (41) and the second outer hub (61). The second inner hub (62) is connected to the first end of the transmission hub (12). The output hub (13) is connected to the second end of the transmission hub (12). The output hub (13) is connected to the first planetary carrier (33).

6. The transmission mechanism according to claim 5, characterized in that, The first clutch (4) further includes a first outer friction plate (43), a first inner friction plate (44), a first piston (45) and a first elastic element (46). The first outer friction plate (43) is slidably connected to the first outer hub (41) and can rotate synchronously with the first outer hub (41). The first inner friction plate (44) is slidably connected to the first inner hub (42) and can rotate synchronously with the first inner hub (42). The first outer friction plate (43) and the first inner friction plate (44) can both slide along the axial direction of the input shaft (11). The first outer friction plate (43) and the first inner friction plate (44) overlap at least partially along the axial direction of the input shaft (11). The mounting part (1101) near the first clutch (4) forms a first sliding cavity with the input shaft (11). The first piston (45) is slidably disposed in the first sliding cavity and can slide near or away from the first outer friction plate (43). The first piston (45) is connected to the outer wall of the input shaft (11) through the first elastic member (46). When the first piston (45) slides near the first outer friction plate (43), it can push the first outer friction plate (43) or the first inner friction plate (44) so ​​that the first outer friction plate (43) and the first inner friction plate (44) abut together, and the first elastic member (46) is compressed.

7. The transmission mechanism according to claim 6, characterized in that, The second clutch (6) further includes a third friction plate, a fourth friction plate, a second piston (65), and a second elastic element (66). The third friction plate is slidably connected to the second outer hub (61) and can rotate synchronously with the second outer hub (61). The fourth friction plate is slidably connected to the second inner hub (62) and can rotate synchronously with the second inner hub (62). Both the third friction plate and the fourth friction plate can slide along the axial direction of the input shaft (11). The third friction plate and the fourth friction plate at least partially overlap along the axial direction of the input shaft (11). The mounting part (1101) near the second clutch (6) forms a second sliding cavity with the input shaft (11). The second piston (65) is slidably disposed in the second sliding cavity and can slide close to or away from the third friction plate. The second piston (65) is connected to the outer wall of the input shaft (11) through the second elastic member (66). When the second piston (65) slides close to the third friction plate, it can push the third friction plate or the fourth friction plate so that the third friction plate and the fourth friction plate are pressed together, and the second elastic member (66) is compressed.

8. The transmission mechanism according to claim 7, characterized in that, The input shaft (11) is provided with a first control oil passage (112), a first channel (113), a second control oil passage (114), and a second channel (115); The first sliding cavity is provided with a first oil port (11011) on its cavity wall. The first oil port (11011) is located on the side of the first piston (45) away from the first external friction plate (43). The first end of the first channel (113) is connected to the first control oil passage (112), and the second end of the first channel (113) is connected to the first oil port (11011). The second sliding cavity is provided with a second oil port (11012) on its cavity wall. The second oil port (11012) is located on the side of the second piston (65) away from the third friction plate. The first end of the second channel (115) is connected to the second control oil passage (114), and the second end of the second channel (115) is connected to the second oil port (11012).

9. The transmission mechanism according to claim 7, characterized in that, The input shaft (11) is provided with a lubricating oil passage (116), a third channel (117) and a fourth channel (119); The input shaft (11) has a third oil port (118) on its outer wall. The third oil port (118) is located on the side of the first piston (45) away from the second clutch (6). The first end of the third channel (117) is connected to the lubricating oil passage (116), and the second end of the third channel (117) is connected to the third oil port (118). The input shaft (11) has a fourth oil port (1110) on its outer wall. The fourth oil port (1110) is located on the side of the second piston (65) away from the first clutch (4). The first end of the fourth channel (119) is connected to the lubricating oil passage (116), and the second end of the fourth channel (119) is connected to the fourth oil port (1110).

10. An engineering vehicle, characterized in that, Includes the transmission mechanism described in any one of claims 1-9.

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