Transmission system

Abstract

A transmission system, comprising a power source (10), a speed reduction unit (20), and an interlocking unit (30). The speed reduction unit (20) is connected to the power source (10) and is provided with a first planetary gear set (21) and a second planetary gear set (22) separated from the first planetary gear set (21); and the interlocking unit (30) is provided with a first shaft rod, a second shaft rod which is staggered with the first shaft rod, and a linkage portion (33), wherein the linkage portion (33) is arranged between the first shaft rod, the second shaft rod, the first planetary gear set and the second planetary gear set. The transmission system can enhance the driving efficiency, improve the driving stability, reduce the energy loss, and optimize torque distribution.

Description

Drivetrain Technical Field

[0001] The present invention relates to a technical field related to gear transmission technology, and in particular to a transmission system. Background Art

[0002] In recent years, due to factors such as technological progress, market growth, charging infrastructure construction, cost reduction and policy promotion, the development of the electric vehicle industry, for example, has made significant progress, showing that the global automotive industry is moving towards a more environmentally friendly and sustainable direction.

[0003] Electric vehicles use electric motors as their primary power source, and the size, weight, and cost of motors are directly proportional to their torque. In other words, to achieve higher speeds or horsepower, a motor with greater torque is necessary, but this also increases costs and sales.

[0004] To address these issues, the current trend is to select motors with appropriate price and size, and to improve them with corresponding reducers or transmissions. For example, in hill climbing situations where higher torque is required, the output torque can be increased to meet the vehicle's driving needs. For example, patents CN 202210946239 and CN 202010541642 both utilize planetary gear reducers.

[0005] However, although the technical means of combining the above-mentioned motor with a planetary gear reducer is a common technology in the field of transmission technology, it still has some potential defects in terms of kinetic energy transmission efficiency, dynamic adjustment, volume and weight, stability and power output, which require further technological innovation and development to solve. Summary of the Invention

[0006] The main object of the present invention is to provide a transmission system that utilizes kinematic interlocking technology to improve performance in terms of power transmission, stability and energy efficiency.

[0007] In order to achieve the above-mentioned purpose, the transmission system disclosed in the present invention mainly includes a power source, a reduction unit and an interlocking unit, wherein the reduction unit is connected to the power source and has a first planetary gear set and a second planetary gear set separated from the first planetary gear set; the interlocking unit has a first shaft, a second shaft offset from the first shaft and a linkage part, and the linkage part is arranged between the first shaft, the second shaft, the first planetary gear set and the second planetary gear set.

[0008] In one embodiment, the first planetary gear set includes a first sun gear, a first ring body, a first inner ring gear, a plurality of first planetary gears, a first planet carrier and a first outer ring gear. The first sun gear is driven by a power source. The first ring body coaxially surrounds the first sun gear. The first inner ring gear is arranged on the inner ring surface of the first ring body facing the first sun gear. These first planetary gears are separated from each other and arranged on the first planet carrier and are located between the first ring body and the first sun gear, so that each first planetary gear is engaged with the first sun gear and the first inner ring gear at the same time. The first outer ring gear is arranged on the outer ring surface of the first ring body opposite to the first sun gear.

[0009] In one embodiment, the second planetary gear set includes a second sun gear, a second ring body, a second inner ring gear, a plurality of second planetary gears, a second planet carrier and a second outer ring gear. The second sun gear is driven by a power source. The second ring body coaxially surrounds the second sun gear. The second inner ring gear is arranged on the inner ring surface of the second ring body facing the second sun gear. These second planetary gears are separated from each other and arranged on the second planet carrier and located between the second ring body and the second sun gear, so that each second planetary gear is engaged with the second sun gear and the second inner ring gear at the same time. The second outer ring gear is arranged on the outer ring surface of the second ring body opposite to the second sun gear.

[0010] In one embodiment, the linkage portion has a first interlocking gear, a second interlocking gear, a third interlocking gear and a fourth interlocking gear, the first interlocking gear is arranged on the first shaft, and the second interlocking gear is arranged on the second shaft and meshed with the first interlocking gear; the third interlocking gear is arranged on the first shaft and meshed with the first outer ring gear; the fourth interlocking gear is arranged on the second shaft and meshed with the second outer ring gear.

[0011] In one embodiment, the linkage portion has a first interlocking gear provided on the first shaft and a second interlocking gear provided on the second shaft, the first interlocking gear meshing with the second interlocking gear and the first outer ring gear respectively, and the second interlocking gear also meshing with the second outer ring gear.

[0012] In one embodiment, the first planetary gear set further includes a first output gear, which is provided on the first planet carrier and is driven to rotate in conjunction with the first planet carrier; the second planetary gear set further includes a second output gear, which is provided on the second planet carrier and is driven to rotate in conjunction with the second planet carrier.

[0013] In one embodiment, the reduction unit further includes a first reduction gear set connected to the first output gear and a second reduction gear set connected to the second output gear.

[0014] In one embodiment, the power source is a driving device, which includes a housing and two output shafts. The output shafts are pivotally mounted on opposite ends of the housing, and the first planetary gear set and the second planetary gear set are located on the output shafts on both sides of the driving device.

[0015] In one embodiment, the reduction unit further includes a third planetary gear set, which is connected to the first planetary gear set and is located on the output shaft on the same side as the first planetary gear set; and a fourth planetary gear set, which is connected to the second planetary gear set and is located on the output shaft on the same side as the second planetary gear set.

[0016] In one embodiment, the power source is a driving device, which includes a housing and an output shaft. The output shaft is pivotally mounted on the housing, and the first planetary gear set and the second planetary gear set are located on the same side of the power source where the output shaft is located.

[0017] Beneficial effects of the present invention:

[0018] 1. Enhanced driving efficiency: The present invention can effectively optimize power transmission through motion interlocking, ensuring that the kinetic energy generated by the power source is more efficiently transmitted to the left and right wheels of the vehicle, which helps to improve the efficiency and performance of the entire drive system.

[0019] 2. Improve driving stability: By achieving motion interlocking between the first planetary gear set and the second planetary gear set, the motion synchronization of the wheels on both sides can be more accurately controlled, thereby improving the stability and controllability of the electric vehicle during driving.

[0020] 3. Reduce energy loss: Motion interlocking can reduce energy loss during transmission, ensuring that more kinetic energy is effectively used in vehicle operation, which helps to improve the range and energy efficiency of electric vehicles.

[0021] 4. Optimize torque distribution: Through the interlocking unit, the torque distribution between the first planetary gear set and the second planetary gear set can be optimized, and the torque of the wheels on each side can be adjusted more flexibly to provide better performance and adaptability.

[0022] The specific technology adopted by the present invention will be further described through the following embodiments and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] FIG1 is a three-dimensional assembly diagram of a first embodiment of the present invention.

[0024] FIG2 is an exploded perspective view of the first embodiment of the present invention.

[0025] FIG3 is a side view of the first embodiment of the present invention.

[0026] FIG4 is a cross-sectional view taken along section line 4-4 of FIG1.

[0027] FIG5 is a system block diagram of the first embodiment of the present invention.

[0028] FIG6 is a three-dimensional assembly diagram of a second embodiment of the present invention.

[0029] FIG7 is an exploded perspective view of a second embodiment of the present invention.

[0030] FIG8 is a cross-sectional view taken along section line 8-8 of FIG6.

[0031] FIG9 is a system block diagram of a second embodiment of the present invention.

[0032] FIG10 is a three-dimensional assembly diagram of a third embodiment of the present invention.

[0033] FIG11 is an exploded perspective view of a third embodiment of the present invention.

[0034] FIG12 is a cross-sectional view taken along section line 12-12 of FIG10.

[0035] FIG13 is a schematic diagram of a fourth embodiment of the present invention.

[0036] FIG14 is a three-dimensional assembly diagram of a fourth embodiment of the present invention.

[0037] FIG15 is an exploded perspective view of a fourth embodiment of the present invention.

[0038] FIG16 is a three-dimensional assembly diagram of the fifth embodiment of the present invention.

[0039] FIG17 is an exploded perspective view of a fifth embodiment of the present invention.

[0040] FIG18 is a side view of a fifth embodiment of the present invention.

[0041] FIG19 is a cross-sectional view taken along section line 19-19 of FIG16.

[0042] FIG20 is a schematic diagram of a fifth embodiment of the present invention.

[0043] FIG21 is a schematic diagram of FIG20 from another perspective.

[0044] Description of main component symbols:

[0045] 10, 10A, 10B, 10E power source

[0046] 11 Housing

[0047] 12 rotors

[0048] 13, 13A, 13B, 13E output shaft

[0049] 131 output gear

[0050] 14 stator

[0051] 20, 20A, 20B reduction units

[0052] 21, 21A, 21B, 21C, 21E First planetary gear set

[0053] 211, 211B, 211E first sun gear

[0054] 212, 212E First Ring

[0055] 213, 213E First internal gear ring

[0056] 214 First planetary gear

[0057] 215, 215A first planetary carrier

[0058] 216 First output gear

[0059] 217, 217B First outer ring gear

[0060] 218 round plate

[0061] 2181 Center Hole

[0062] 2182 meshing ring gear

[0063] 22, 22A, 22B, 22C Second planetary gear set

[0064] 221, 221B Second sun gear

[0065] 222 Second Ring

[0066] 223 Second internal gear ring

[0067] 224 Second planetary gear

[0068] 225, 225A second planetary carrier

[0069] 226 Second output gear

[0070] 227, 227B Second outer ring gear

[0071] 23 First reduction gear set

[0072] 231 First reduction gear

[0073] 24 Second reduction gear set

[0074] 241 Second reduction gear

[0075] 25 Third planetary gear set

[0076] 251 Third sun gear

[0077] 256 Third output gear

[0078] 26 Fourth planetary gear set

[0079] 261 Fourth sun gear

[0080] 266 Fourth output gear

[0081] 27, 27A, 27B First input shaft

[0082] 28, 28A Second input shaft

[0083] 30 interlocking units

[0084] 31, 31B first axis

[0085] 32, 32B Second axis

[0086] 33, 33B linkage

[0087] 331, 331B first interlocking gear

[0088] 332, 332B Second interlocking gear

[0089] 333 Third interlocking gear

[0090] 334 Fourth interlocking gear

[0091] 40, 40C reducer

[0092] 50, 50A first car body half shaft

[0093] 60, 60A second car body half shaft

[0094] 51, 61, 51A, 61A wheels

[0095] 61 First Half Shell

[0096] 62 Second Half Shell

[0097] 63 tanks

[0098] 64 fixed seat

[0099] 71 linkage gear

[0100] 72 drive shaft

[0101] 73 first gear

[0102] 74 Secondary gear

[0103] 75 three-stage gear DETAILED DESCRIPTION

[0104] Since the various aspects and embodiments are merely illustrative and non-limiting, after reading this specification, one with ordinary skill in the art may devise other aspects and embodiments without departing from the scope of the present invention. The features and advantages of these embodiments will be further apparent from the following detailed description and claims.

[0105] Throughout this document, the terms "a" or "an" are used to describe components and elements described herein. This is for convenience only and to provide a general understanding of the scope of the present invention. Therefore, unless otherwise apparent, such descriptions should be understood to include one or at least one, and the singular also includes the plural.

[0106] As used herein, the terms "include," "have," or any similar terms are intended to cover a non-exclusive inclusion. For example, a component or structure comprising multiple elements is not limited to only those elements listed herein but may include other elements not expressly listed but that are generally inherent to that component or structure.

[0107] First, please refer to Figures 1 to 5, which show a transmission system provided in a first embodiment of the present invention, which mainly includes a power source 10, a reduction unit 20 and two interlocking units 30. In order to clearly illustrate the technical content of the present invention, external fixing mechanisms such as a housing, a fixing seat, etc. are removed in Figure 1, and the connection relationship between the power source 10, the reduction unit 20 and the interlocking unit 30 is simply illustrated.

[0108] The power source 10 may be, but is not limited to, a drive device such as an electric motor or an internal combustion engine. The drive device comprises a housing 11 and a specific number of output shafts 13 pivotally mounted on the housing 11. For example, in this embodiment, an electric motor is used, which includes the housing 11, a stator 14, a rotor 12, and two output shafts 13. The rotor 12 is located within the housing 11 and can rotate relative to the housing 11. The stator 14 is positioned within the housing 11 to match the position of the rotor 12. Each output shaft 13 extends through two opposite ends of the housing and is connected to the rotor 12. When the rotor 12 and the stator 14 interact, they rotate synchronously with the rotor 12. Specifically, the electric motor may be, but is not limited to, a permanent magnet motor or an induction motor, such as a device with a safe, reliable, and high torque output.

[0109] The reduction unit 20 comprises a first planetary gear set 21, a second planetary gear set 22, a first reduction gear set 23 and a second reduction gear set 24. The first planetary gear set 21 and the second planetary gear set 22 are respectively located on the output shaft 13 on both sides of the housing 11, as shown in FIG4 . In detail, the first planetary gear set 21 includes a first sun gear 211, a first ring body 212, a first inner ring gear 213, multiple first planetary gears 214, a first planet carrier 215, a first output gear 216 and a first outer ring gear 217. The first sun gear 211 is connected to the output shaft 13 located on one side of the motor. The first ring body 212 coaxially surrounds the first sun gear 211. The first inner ring gear 213 is arranged on the inner ring surface of the first ring body 212 facing the first sun gear 211. These first planetary gears 214 are separated from each other and are arranged on the first planet carrier 215. They are located between the first ring body 212 and the first sun gear 211, and each first planetary gear 214 is simultaneously engaged with the first sun gear 211 and the first inner ring gear 213.

[0110] The first output gear 216 is mounted on the first planetary carrier 215 via a first input shaft 27 and is driven to rotate by the first planetary carrier 215. In other embodiments, the first output gear 216 can also be directly fixed on the first planetary carrier 215.

[0111] The first outer ring gear 217 is disposed on the outer surface of the first ring body 212, opposite to the outer surface of the first sun gear 211. A reducer 40 is meshed with the first outer ring gear 21. The reducer 40 may be, but is not limited to, a bevel gear reducer, a spiral bevel gear reducer, a bevel cycloid gear reducer, a worm reducer, or other related products with a reduction function. The power source of the reducer may be, but is not limited to, a small control motor, an electric motor, or any other power source that can provide mechanical power.

[0112] The second planetary gear set 22 includes a second sun gear 221, a second ring body 222, a second inner ring gear 223, multiple second planetary gears 224, a second planet carrier 225, a second output gear 226 and a second outer ring gear 227. The second sun gear 221 is connected to the output shaft 13 located on the other side of the motor. The second ring body 222 coaxially surrounds the second sun gear 221. The second inner ring gear 223 is arranged on the inner ring surface of the second ring body 222 facing the second sun gear 221. These second planetary gears 224 are separated from each other and are arranged on the second planet carrier 225 and located between the second ring body 222 and the second sun gear 221, so that each second planetary gear 224 is simultaneously engaged with the second sun gear 221 and the second inner ring gear 223.

[0113] The second output gear 226 is connected to the second planetary carrier 225 via a second input shaft 28 and is driven to rotate by the second planetary carrier 225. In other embodiments, the second output gear 226 can also be directly fixed to the second planetary carrier 225.

[0114] The second outer ring gear 227 is disposed on the outer ring surface of the second ring body 222 opposite to the second sun gear 221 .

[0115] The first reduction gear set 23 includes at least two first reduction gears 231, sequentially positioned between a first vehicle axle 50 and the first output gear 216, for speed reduction and kinetic energy transmission. The first vehicle axle 50 is connected to the first reduction gears 231. Different first reduction gears 231 may have different diameters and / or numbers of teeth to achieve a desired speed reduction effect. In other possible implementations, the number of first reduction gears 231 may be increased or decreased as needed.

[0116] The second reduction gear set 24 includes at least two second reduction gears 241, sequentially positioned between a second vehicle axle 60 and the second output gear 226, for speed reduction and kinetic energy transmission. The second vehicle axle 60 is connected to the second reduction gears 241. Different second reduction gears 241 may have different diameters and / or numbers of teeth to achieve a desired speed reduction effect. In other possible implementations, the number of second reduction gears 241 may be increased or decreased as needed.

[0117] Accordingly, the reduction unit 20 transmits kinetic energy to the first vehicle body half-shaft 50 and the second vehicle body half-shaft 60 respectively, and further drives the corresponding wheels to rotate.

[0118] Furthermore, the parameters of the various gears included in the reduction unit 20, such as the helix angle, pitch, module, tooth width, diameter, center distance, and number of teeth, are all preset values ​​and can be changed depending on the actual situation. For example, the number of teeth on the sun gear is 33, and the number of teeth on the planetary gears is 23, but this is not limited to the embodiments disclosed herein.

[0119] Each interlocking unit 30 is disposed on the power source 10 between the first planetary gear set 21 and the second planetary gear set 22, and is used to control the overall or partial operation of the first and second planetary gear sets 21, 22. Specifically, the interlocking unit 30 comprises a first shaft 31, a second shaft 32, and a linkage portion 33. The second shaft 32 is offset from the first shaft 31, i.e., the axis of the second shaft 32 is not coaxial with the axis of the first shaft 31, and is located between the first and second planetary gear sets 21, 22. The linkage portion 33 comprises a first interlocking gear 331, a second interlocking gear 332, a third interlocking gear 333, and a fourth interlocking gear 334. The first interlocking gear 331 is disposed on the first shaft 31, while the second interlocking gear 332 is disposed on the second shaft 32 and meshes with the first interlocking gear 331. The third interlocking gear 333 is disposed on the first shaft 31 and meshes with the first outer ring gear 217. The fourth interlocking gear 334 is disposed on the second shaft 32 and meshes with the second outer ring gear 227. The gear ratio of the first interlocking gear 331 can be a conventional 1:1, but in other possible embodiments, the gear ratio of the first interlocking gear 331 can also be 1:2. Similarly, the gear ratios of the second interlocking gear 332, the third interlocking gear 333, and the fourth interlocking gear 334 can each be 1:1, 1:2, or any other gear ratio configuration, and are not limited to the embodiments disclosed herein.

[0120] Accordingly, the interlocking unit 30 is used to achieve the effect of motion interlocking between the first outer ring gear 217 and the second outer ring gear 227, and can switch between a locked state and a synchronous state. When the interlocking unit 30 is in the locked state, the rotational speed of the first outer ring gear 217 and the second outer ring gear 227 relative to the power source 10 is zero; when the interlocking unit 30 is in the synchronous state, the first outer ring gear 217 and the second outer ring gear 227 rotate synchronously.

[0121] In this embodiment, there are two interlocking units 30 , which are spaced apart from each other. In other embodiments, the number of interlocking units 30 can be increased or decreased arbitrarily, for example, there is only one interlocking unit 30 .

[0122] In addition, the present embodiment uses a reducer and a reduction gear set to achieve the change in speed, change in torque and kinetic energy transmission. In other possible implementations, the reducer and the reduction gear set can be respectively changed into a speed increaser and a speed increase gear set, and gears of different sizes can also be used for transmission to achieve other types of speed and torque changes. The embodiment disclosed in the present invention is used as a technical description of one aspect and is not limited to this.

[0123] In summary, the transmission system of the present invention has the following characteristics:

[0124] 1. Enhanced driving efficiency: The present invention can effectively optimize power transmission through motion interlocking, ensuring that the kinetic energy generated by the power source is more efficiently transmitted to the left and right wheels of the vehicle, which helps to improve the efficiency and performance of the entire drive system.

[0125] 2. Improve driving stability: By achieving motion interlocking between the first planetary gear set and the second planetary gear set, the motion synchronization of the wheels on both sides can be controlled more accurately, thereby improving the stability and controllability of the electric vehicle during driving.

[0126] 3. Reduce energy loss: Motion interlocking can reduce energy loss during transmission, ensuring that more kinetic energy is effectively used in vehicle operation, which helps to improve the range and energy efficiency of electric vehicles.

[0127] 4. Optimize torque distribution: Through the interlocking unit, the torque distribution between the first planetary gear set and the second planetary gear set can be optimized, and the torque of the wheels on each side can be adjusted more flexibly to provide better performance and adaptability.

[0128] Further explanation of the energy loss of a traditional open differential when the vehicle is moving straight and turning:

[0129] When going straight

[0130] The actual road surface is not static. Various complex road conditions are simplified here into two types: one wheel encounters a bump or a pothole. When the tire passes through these two road conditions, it will briefly decelerate and accelerate in the air. Even a vehicle traveling straight will have a working condition where one side of the tire is faster than the other side. The tire on the side with a higher speed will ultimately produce less torque on the ground, and the characteristic of a traditional open differential is to differentiate but not torsion, resulting in the torque on the other side being smaller than the ideal working condition, thus losing some energy. However, a vehicle equipped with the interlocking unit of the present invention can avoid this part of the energy loss under the above-mentioned working conditions.

[0131] When turning

[0132] During a turn, the vehicle body experiences not only acceleration along the X and Y axes but also yaw acceleration about the Z axis. Under these conditions, the tires also experience sideways forces acting on the ground. In vehicles equipped with traditional open differentials, whether front-wheel drive (FF), rear-wheel drive (FR), or all-wheel drive, the torque generated by the outer and inner wheels is not fully converted into driving force. However, vehicles equipped with the interlocking unit of the present invention can dynamically adjust instantaneous torque based on real-time road and vehicle conditions under these conditions, minimizing energy losses and enabling more efficient cornering.

[0133] When overtaking or actively adjusting torque

[0134] Actively adjusting the interlocking unit distributes power by adjusting the torque of the outer and inner wheels accordingly. Furthermore, vehicles equipped with the interlocking unit of the present invention offer an advantage over vehicles equipped with limited-slip differentials or ESP: controlling or reducing the speed of one half-shaft avoids energy losses caused by frictional heating (the conversion of mechanical energy into thermal energy). Furthermore, the interlocking unit of the present invention enables more flexible power distribution.

[0135] In addition, the transmission system of the present invention has the following applications:

[0136] 1. It has differential and torque vector control functions, and can be directly installed with batteries and chassis to form an intelligent chassis.

[0137] 2. Artificial intelligence technology can be superimposed to achieve dynamic adjustment of the car through scenario-based real-time torque dynamic distribution.

[0138] 3. The torque of the transmission system in this case can be adjusted according to the actual vehicle model and required power, and multi-speed operation can be achieved through different combinations of planetary gears and pinion gears and matching of gear ratios.

[0139] 4. The transmission system in this case can be a system that drives two wheels, that is, two-wheel drive (one-to-two), or a system that drives four wheels (four-wheel drive, one-to-four) or six wheels (six-wheel drive, one-to-six). It only needs to calculate the torque of the drive system, that is, a transmission system can be used to transmit power to multiple wheels through the axle connecting rod for driving.

[0140] As shown in Figures 6 to 9, a second embodiment of the present invention differs from the first embodiment primarily in that a reduction unit 20A includes a first planetary gear set 21A, a second planetary gear set 22A, a third planetary gear set 25, and a fourth planetary gear set 26. The various planetary gear sets have identical components, differing only in gear diameters, tooth counts, and other related parameters, which will not be further described.

[0141] The third planetary gear set 25 is connected to the first planetary gear set 21A and is located on the output shaft 13A on the same side of the first planetary gear set 21A, and a third sun gear 251 of the third planetary gear set 25 is connected to the first planetary carrier 215A through a first input shaft 27A to receive kinetic energy, and then uses a third output gear 256 of the third planetary gear set 25 to transmit the kinetic energy to the first vehicle body half shaft 50A.

[0142] The fourth planetary gear set 26 is connected to the output shaft 13A of the second planetary gear set 22A and is located on the same side of the second planetary gear set 22A, and a fourth sun gear 261 of the fourth planetary gear set 26 is connected to the second planetary carrier 225A through a second input shaft 28A to receive kinetic energy, and a fourth output gear 266 of the fourth planetary gear set 26 is used to transmit the kinetic energy to the second vehicle body half shaft 60A.

[0143] In particular, the output shaft 13A, the first planetary gear set 21A, the second planetary gear set 22A, the third planetary gear set 25, the fourth planetary gear set 26, the first input shaft 27A, the second input shaft 28A, the first vehicle body half shaft 50A and the second vehicle body half shaft 60A in the power source 10A are coaxial and collinear to save space and provide a compact structural design, and further achieve the effect of lowering the overall center of gravity.

[0144] In addition, as shown in Figures 10 to 12, this is the third embodiment of the present invention. Taking into account the convenience of assembly and maintenance operations, the power source 10B is independent of the reduction unit 20B, that is, the main difference between the third embodiment and the first embodiment is that: the housing 11 is only provided with an output shaft 13B on one end side, and the first planetary gear set 21B and the second planetary gear set 22B are located on the same side of the housing 11 where the output shaft 13B is provided, and are connected to the first input shaft 27B through a spline, and the first planetary gear set 21B and the second planetary gear set 22B are coaxially pivoted on the first input shaft 27B, and the first sun gear 211B and the second sun gear 221B are linked by the first input shaft 27B to weaken the problem of inconsistent torque transmitted to the first planetary gear set 21B and the second planetary gear set 22B due to the torsional deformation of the motor shaft.

[0145] In addition, another difference between the third embodiment and the first embodiment is that the linkage portion 33B has a first interlocking gear 331B provided on the first shaft 31B and a second interlocking gear 332B provided on the second shaft 32B. The first interlocking gear 331B is respectively engaged with the second interlocking gear 332B and the first outer ring gear 217B, and the second interlocking gear 332B is also engaged with the second outer ring gear 227B, thereby also achieving a motion interlocking effect.

[0146] Figure 13 shows a fourth embodiment of the present invention. Its primary difference from the first embodiment lies in the connection of a reducer 40C to each of the first and second planetary gearsets 21C and 22C. Furthermore, Figures 14 and 15 more specifically illustrate the securing mechanisms, including the first half-shell 61, the second half-shell 62, the receiving groove 63, and the fixing seat 64. These mechanisms are adapted to the shapes or pivotal connections of the corresponding components to achieve containment, restraint, or positioning. Furthermore, these securing mechanisms can be appropriately applied to other embodiments of the present invention and can be modified to accommodate different component shapes, sizes, or actuation methods.

[0147] Figures 16 to 19 illustrate a fifth embodiment of the present invention. The primary differences between this embodiment and the third embodiment lie in the positional relationship and component changes of the reduction unit 20D. Briefly, a connecting gear 71 is interposed between the first planetary gear set 21D and the second planetary gear set 22D. The first planetary gear set 21D, the connecting gear 71, and the second planetary gear set 22D are coaxially pivoted on a transmission shaft 72. The first sun gear 211D, the connecting gear 71, and the second sun gear 221D sequentially mesh with the first, second, and third gears mounted on the transmission shaft 72, as shown in Figure 19. Furthermore, because the transmission shaft 72 is not coaxial with the output shaft 13D of the drive device, the connecting gear 71 meshes with an output gear 131 connected to the output shaft 13D, thereby achieving power transmission. In particular, the positional relationship of the first planetary gear set 21 , the second planetary gear set 22 , the first reduction gear set 23 and the second reduction gear set 24 relative to the power source 10 can be arbitrarily arranged, combined or changed according to actual needs, as shown in Table 1 below.

[0148] Table 1. Relationship between the position of the reduction unit and the power source

[0149]

[0150] As shown in Figures 20 and 21, this is the fifth embodiment of the present invention. The main difference between it and the first embodiment is that the first planetary gear set 21E also includes a circular plate 218, which is coaxially pivoted on the output shaft 13E of the power source 10E and is located between the first sun gear 211E and the first ring body 212E. In detail, the circular plate 218 is provided with a central circular hole 2181 to accommodate the first sun gear 211E to avoid mutual interference between the two, and an engaging ring gear 2182 is provided on the outer periphery of the circular plate 218, which meshes with the first inner ring gear 213E, so that the first ring body 212E and the circular plate 218 move together.

[0151] As shown in the figure, the circular plate 218 disclosed in this embodiment is also designed with three closed waist-shaped holes and three open half-waist-shaped holes arranged at intervals on the circumference. The three closed waist-shaped holes and three open half-waist-shaped holes can be designed to be staggered and arranged at equal intervals of 120 degrees.

[0152] The lubricating oil in the transmission system is evenly distributed in the first planetary gear set 21E for lubrication through multiple closed waist-shaped holes arranged at equal intervals. The lubricating oil in the first planetary gear set 21E will not be unevenly distributed due to the gravity effect, further extending the service life of the transmission system.

[0153] During operation of the transmission system, friction in the first planetary gear set 21E inevitably generates some tiny metal shavings or small impurities. Lubricating oil can expel these shavings and impurities through the open, semi-slotted holes in the circular plate 218, preventing their long-term accumulation and excessive wear at the tooth surfaces of the first planetary gear set 21E, which could affect the normal operation of the transmission system. Similarly, the design of the circular plate 218 can also be applied to the second planetary gear set of this embodiment, and even to the third and fourth planetary gear sets of other embodiments.

[0154] The above embodiments are essentially only auxiliary explanations and are not intended to limit the application or use of the embodiment or multiple embodiments of the application target. In addition, although at least one exemplary embodiment has been proposed in the aforementioned embodiments, it should be understood that the present invention can still have a large number of variations. It should also be understood that the embodiments described herein are not intended to limit the scope, use or configuration of the requested application target in any way. On the contrary, the aforementioned embodiments will provide a simple guide for those with ordinary knowledge in the art to implement one or more of the described embodiments. Furthermore, various changes can be made to the function and arrangement of the components without departing from the scope defined by the claims, and the claims include known equivalents and all foreseeable equivalents at the time of filing this patent application.

Claims

1. A transmission system, characterized in that: Includes: a power source; a reduction unit connected to the power source and having a first planetary gear set and a second planetary gear set separated from the first planetary gear set; and An interlocking unit comprises a first shaft, a second shaft offset from the first shaft, and a linkage portion, wherein the linkage portion is arranged between the first shaft, the second shaft, the first planetary gear set, and the second planetary gear set.

2. The transmission system according to claim 1, characterized in that wherein the first planetary gear set includes a first sun gear, a first ring body, a first inner ring gear, a plurality of first planetary gears, a first planet carrier, and a first outer ring gear; the first sun gear is driven by the power source; the first ring body coaxially surrounds the first sun gear; the first inner ring gear is disposed on an inner ring surface of the first ring body facing the first sun gear; the first planetary gears are spaced apart from each other and disposed on the first planet carrier and located between the first ring body and the first sun gear, so that each of the first planetary gears is simultaneously meshed with the first sun gear and the first inner ring gear; and the first outer ring gear is disposed on an outer ring surface of the first ring body facing away from the first sun gear; and The second planetary gear set includes a second sun gear, a second ring body, a second inner ring gear, a plurality of second planetary gears, a second planet carrier and a second outer ring gear. The second sun gear is driven by the power source. The second ring body coaxially surrounds the second sun gear. The second inner ring gear is arranged on the inner ring surface of the second ring body facing the second sun gear. The second planetary gears are separated from each other and arranged on the second planet carrier. They are located between the second ring body and the second sun gear, and each of the second planetary gears is engaged with the second sun gear and the second inner ring gear at the same time. The second outer ring gear is arranged on the outer ring surface of the second ring body opposite to the second sun gear.

3. The transmission system according to claim 2, characterized in that: The linkage part has a first interlocking gear, a second interlocking gear, a third interlocking gear and a fourth interlocking gear, the first interlocking gear is arranged on the first shaft, and the second interlocking gear is arranged on the second shaft and meshed with the first interlocking gear; the third interlocking gear is arranged on the first shaft and meshed with the first outer ring gear; the fourth interlocking gear is arranged on the second shaft and meshed with the second outer ring gear.

4. The transmission system according to claim 2, characterized in that: The linkage part has a first interlocking gear provided on the first shaft and a second interlocking gear provided on the second shaft, the first interlocking gear is respectively engaged with the second interlocking gear and the first outer ring gear, and the second interlocking gear is also engaged with the second outer ring gear.

5. The transmission system according to any one of claims 2, 3 or 4, characterized in that: The first planetary gear set further includes a first output gear, which is provided on the first planet carrier and is driven to rotate in conjunction with the first planet carrier; the second planetary gear set further includes a second output gear, which is provided on the second planet carrier and is driven to rotate in conjunction with the second planet carrier.

6. The transmission system according to claim 5, characterized in that: The reduction unit further includes a first reduction gear set connected to the first output gear and a second reduction gear set connected to the second output gear.

7. The transmission system according to any one of claims 2, 3, 4, 5 or 6, characterized in that: The power source is a driving device, which includes a shell and two output shafts. The output shafts are pivotally mounted on two opposite ends of the shell, and the first planetary gear set and the second planetary gear set are respectively located on the output shafts on both sides of the driving device.

8. The transmission system according to claim 7, characterized in that: The reduction unit further includes a third planetary gear set, which is connected to the first planetary gear set and is arranged on the output shaft on the same side of the first planetary gear set; and a fourth planetary gear set, which is connected to the second planetary gear set and is arranged on the output shaft on the same side of the second planetary gear set.

9. The transmission system according to any one of claims 2, 3, 4, 5 or 6, wherein: The power source is a driving device, which includes a housing and an output shaft. The output shaft is pivotally mounted on the housing, and the first planetary gear set and the second planetary gear set are located on the same side of the power source where the output shaft is located.

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