Transmission and vehicle

Abstract

The present invention provides a gearbox and a vehicle with the gearbox, wherein the gearbox includes: an intermediate shaft assembly, the intermediate shaft assembly includes an intermediate shaft and a medium-speed transmission gear assembly sleeved on the intermediate shaft, the intermediate shaft includes a first gear tooth and a reverse gear tooth, and the medium-speed transmission gear assembly is located between the first gear tooth and the reverse gear tooth; a back-off groove is provided on one side of the reverse gear tooth, and part of the medium-speed transmission gear assembly is provided at the back-off groove. In this solution, since the medium-speed transmission gear assembly does not need to avoid the back-off groove, the back-off groove is buried in the medium-speed transmission assembly, thereby reducing the axial length of the shaft body, improving the rigidity of the intermediate shaft, and making the axial structure more compact. When the gear position of the gearbox is increased, the axial installation dimensions of the gearbox in the present application and the gearbox in the related art are basically the same, which is conducive to adapting the gearbox with increased gear positions to most vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle equipment, and in particular to a gearbox and a vehicle. Background Art

[0002] The gearbox is an important component in a car for adjusting the speed. Different gear combinations in the gearbox produce speed and torque changes. The gearboxes in related technologies are mostly five-speed gearboxes. Increasing the gear position will cause the axial size of the gearbox to be larger, making it difficult for the gearbox to adapt to most vehicles. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] To this end, a first aspect of the present invention provides a gearbox.

[0005] A second aspect of the present invention provides a vehicle.

[0006] In view of this, a first aspect of the present invention provides a gearbox, comprising: an intermediate shaft assembly, the intermediate shaft assembly comprising an intermediate shaft and a medium-speed transmission gear assembly, the medium-speed transmission gear assembly is sleeved on the intermediate shaft, the intermediate shaft comprises a first gear tooth and a reverse gear tooth, and the medium-speed transmission gear assembly is located between the first gear tooth and the reverse gear tooth; wherein, a back-off groove is provided on one side of the reverse gear tooth, and part of the medium-speed transmission gear assembly is provided at the back-off groove.

[0007] The gearbox provided by the present invention includes an intermediate shaft assembly, which includes an intermediate shaft and a medium-speed transmission gear assembly sleeved on the intermediate shaft, the intermediate shaft includes a first gear tooth and a reverse gear tooth, the medium-speed transmission gear assembly is located between the first gear tooth and the reverse gear tooth, the first gear tooth and the reverse gear tooth are integrally formed on the shaft body of the intermediate shaft, and when the processing of the reverse gear tooth is completed, a tool withdrawal groove will be formed on one side of the reverse gear tooth when the tool withdrawal operation is performed. Since the medium-speed transmission gear assembly is located between the first gear tooth and the reverse gear tooth, the tool withdrawal groove can be buried in the gear inner hole of the medium-speed transmission gear assembly.

[0008] It can be understood that in the related art, a gear is arranged on one side of the reverse gear, and the gear is also integrally formed on the shaft body of the intermediate shaft. Due to the existence of the back cutter groove, the gear cannot be machined and formed at the back cutter groove, and the gear needs to be machined and formed on the shaft body where the back cutter groove is not formed. This causes a waste of space in the back cutter groove area between the gear and the reverse gear. In the present application, the intermediate-speed transmission gear assembly is arranged between the gear and the reverse gear. On the one hand, there is no need to avoid the back cutter groove when machining the gear. On the other hand, since the intermediate-speed transmission gear assembly is sleeved on the intermediate shaft, there is no need to machine the back cutter groove. The knife groove is avoided and the retreat groove is buried in the medium-speed transmission assembly to reduce the axial length of the shaft body, improve the rigidity of the intermediate shaft, and make the axial structure more compact, thereby reducing the volume of the gearbox. Therefore, when the gear position of the gearbox is increased, the axial installation dimensions of the gearbox in the present application and the gearbox in the related art are basically the same, which is conducive to adapting the gearbox with increased gear positions to most vehicles. When the axial installation dimensions of the gearbox are basically unchanged, the gear position of the gearbox is increased, so that the transmission ratio range of the gearbox is wider, which meets the needs of different customers for the power, fuel economy and vehicle purchase cost of the gearbox.

[0009] In addition, the gearbox in the above technical solution provided by the present invention may also have the following additional technical features:

[0010] In one possible design, the gearbox also includes an output shaft assembly, which includes: an output shaft; a first gear output gear, which is sleeved on the output shaft and meshed with the first gear teeth; and a medium-speed output gear assembly, which is sleeved on the output shaft and meshed with the medium-speed transmission gear assembly.

[0011] In this design, the output shaft assembly includes an output shaft, a first gear output gear and a medium-speed output gear assembly. The first gear output gear and the medium-speed output gear assembly are both sleeved on the output shaft. In order to meet the high torque of the vehicle when traveling in the first gear, the tooth diameter of the first gear output gear is larger than the tooth diameter of each output gear in the medium-speed output gear assembly. The first gear output gear is meshed with the first gear teeth. Since the tooth diameter of the first gear output gear is larger, the transmission ratio between the first gear output gear and the first gear teeth is relatively large, so that the first gear output gear can drive the output shaft to output a larger torque.

[0012] The medium-speed output gear assembly meshes with the medium-speed transmission gear assembly. Since the tooth diameter of each gear in the medium-speed output gear assembly is small, the medium-speed output gear assembly can achieve a high speed, thereby enabling the medium-speed output gear assembly to drive the output shaft to rotate at a high speed.

[0013] In a possible design, the gearbox also includes: a reverse gear steering wheel, which is meshed with the reverse gear teeth; the output shaft assembly also includes a reverse gear output gear, which is sleeved on the output shaft and meshed with the reverse gear steering wheel; wherein the reverse gear steering wheel is a single gear.

[0014] In this design, the reverse gear steering wheel is engaged with the reverse gear teeth, and the reverse gear steering wheel can rotate under the drive of the reverse gear teeth. The reverse gear steering wheel is also engaged with the reverse gear output gear, so that the reverse gear steering wheel drives the reverse gear output gear to rotate. A reverse gear steering wheel is arranged between the reverse gear teeth and the reverse gear output gear. The reverse gear steering wheel can realize the reversing function, so that the reverse gear output gear and the other output gears rotate in the opposite direction, so that the reverse gear output gear can drive the output shaft to rotate in the opposite direction, realizing the function of the vehicle moving in reverse gear.

[0015] Furthermore, in the related art, due to the existence of the back-knife groove, the reverse gear steering wheel needs to be used as a double gear. In the present application, since the back-knife groove is buried in the medium-speed transmission assembly, the reverse gear steering wheel can be set as a single gear to achieve the transmission function, thereby reducing the processing amount of the reverse gear steering wheel and effectively saving the processing cost. Moreover, since the reverse gear steering wheel is set as a single gear, the volume of the reverse gear steering wheel is reduced, thereby making the structure between the internal components of the gearbox more compact.

[0016] In a possible design, the output shaft assembly further includes: a climbing gear, which is sleeved on the output shaft, located between the medium-speed output gear assembly and the reverse gear output gear, and meshes with the reverse gear teeth.

[0017] In this design, the output shaft assembly also includes a climbing gear, which is located between the medium-speed output gear assembly and the reverse gear output gear. It can be understood that the climbing gear can be used when the vehicle is driving on an uphill section. By adding the climbing gear, the transmission ratio range of the gearbox is wider, which increases the practicality of the gearbox. Since the back-off groove is buried in the medium-speed transmission assembly, the addition of the climbing gear also makes the axial installation gear size of the gearbox basically unchanged, reducing the axial space occupied by the gearbox.

[0018] In addition, the climbing gear is meshed with the reverse gear, so that there is no need to separately set a tooth shape meshing with the climbing gear on the intermediate shaft, thereby reducing the number of undercut grooves formed and avoiding the situation where the undercut grooves waste space.

[0019] In a possible design, it also includes: a sliding gear sleeve, the sliding gear sleeve includes a spline hub and a coupling sleeve, the spline hub is sleeved on the output shaft and is located between the reverse gear output gear and the climbing gear, the coupling sleeve is sleeved on the outer side of the spline hub and can slide relative to the spline hub along the axial direction of the output shaft to engage with the coupling teeth of the reverse gear output gear or the coupling teeth of the climbing gear.

[0020] In this design, the sliding gear sleeve includes a spline hub and a coupling sleeve. The spline hub is sleeved on the output shaft. The spline hub is fixed to the output shaft axially and circumferentially, so that the spline hub can drive the output shaft to rotate. The coupling teeth of the reverse gear output gear and the coupling teeth of the climbing gear share a coupling sleeve. The coupling sleeve can slide relative to the spline hub along the axial direction of the output shaft. The coupling sleeve and the spline hub are fixed along the circumferential direction of the output shaft. When the vehicle needs to use the reverse gear to move, the coupling sleeve slides toward one side of the reverse gear output gear. When the coupling teeth of the reverse gear output gear mesh with the coupling sleeve, the reverse gear output gear drives the coupling sleeve to rotate, and the coupling sleeve drives the spline hub and the output shaft to rotate, thereby realizing the function of the vehicle moving in the reverse gear.

[0021] When the vehicle needs to use the climbing gear to move forward, the coupling sleeve slides toward one side of the climbing gear gear. When the coupling teeth of the climbing gear gear engage with the coupling sleeve, the climbing gear gear drives the coupling sleeve to rotate, and the coupling sleeve drives the spline hub and the output shaft to rotate, thereby realizing the function of the vehicle moving in the climbing gear.

[0022] Since the speed of the reverse gear output gear and the climbing gear gear is relatively low, there is no need to set the coupling sleeve to synchronize the speed with the reverse gear output gear and the climbing gear gear before meshing. Instead, the coupling sleeve directly meshes with the reverse gear output gear and the climbing gear gear rotating at a low speed during the movement. Compared with the synchronizer in the related art, the sliding gear sleeve in the present application has a simple structure and reduces the number of parts, thereby reducing the occupied space and making the structure of the gearbox more compact.

[0023] In one possible design, the intermediate speed transmission gear assembly includes a third gear transmission gear and a fourth gear transmission gear; the intermediate speed output gear assembly includes a third gear output gear and a fourth gear output gear; the third gear transmission gear is meshed with the third gear output gear, and the fourth gear transmission gear is meshed with the fourth gear output gear.

[0024] In this design, the third gear transmission gear is meshed with the third gear output gear, so that the third gear transmission gear can drive the third gear output gear to rotate, and the fourth gear transmission gear is meshed with the fourth gear output gear, so that the fourth gear transmission gear can drive the fourth gear output gear to rotate. The output shaft is driven to rotate by the third gear output gear or the fourth gear output gear, so that the output shaft can rotate at different speeds. The back cutter groove can be buried in the third gear transmission gear or the fourth gear transmission gear. It can be understood that since the third gear transmission gear or the fourth gear transmission gear has a larger contact area with the intermediate shaft, burying the back cutter groove in the third gear transmission gear or the fourth gear transmission gear is not easy to affect the transmission stability of the third gear transmission gear or the fourth gear transmission gear, which is beneficial to reduce the axial size of the intermediate shaft and improve the rigidity of the intermediate shaft.

[0025] In a possible design, the intermediate shaft assembly also includes a six-speed transmission gear, which is sleeved on the intermediate shaft. The intermediate shaft is provided with a second-speed tooth, one side of the second-speed tooth is a first-speed tooth, and the other side is the sixth-speed transmission gear; the output shaft assembly also includes a second-speed output gear and a sixth-speed output gear, the second-speed output gear is meshed with the second-speed tooth, and the sixth-speed output gear is meshed with the sixth-speed transmission gear.

[0026] The first gear teeth and the second gear teeth are meshed with each other, so that the first gear teeth can drive the first gear output gear to rotate, the second gear teeth are meshed with the second gear output gear, so that the second gear teeth can drive the second gear output gear to rotate, and the sixth gear transmission gear is meshed with the sixth gear output gear, so that the sixth gear transmission gear can drive the sixth gear output gear to rotate. The first gear teeth and the second gear teeth are integrally formed on the shaft body of the intermediate shaft, and a synchronizer and other components are arranged between the first gear teeth and the second gear teeth, so that there is no waste of space in the tool retraction groove for processing the first gear teeth. The diameter of the shaft body at the assembly of the sixth gear transmission gear is smaller than the diameter of the shaft body at the processing of the second gear teeth. Therefore, when the second gear teeth are processed on the shaft body, the tool retraction function can be directly completed without forming a tool retraction groove on the shaft body. The positions of the first gear output gear, the second gear output gear and the third gear output gear are reasonably arranged, so that the structure inside the gearbox is more compact, the space utilization rate is improved, and the space occupied by the gearbox is effectively reduced.

[0027] In a possible design, the gearbox further includes: an input shaft assembly, the input shaft assembly includes an input shaft and an input gear, and the input gear is sleeved on the input shaft; the intermediate shaft assembly also includes a driven gear, the driven gear is sleeved on the intermediate shaft, and the driven gear is meshed with the input gear.

[0028] In this design, the input shaft assembly includes an input shaft and an input gear. The input gear is sleeved on the input shaft. The input gear and the input shaft are fixed circumferentially. When the input shaft rotates, it can drive the input gear to rotate. The input gear is meshed with the driven gear on the intermediate shaft. The driven gear and the intermediate shaft are fixed circumferentially. The input gear drives the driven gear to rotate, and the driven gear can drive the intermediate shaft to rotate, thereby realizing power transmission from the input shaft to the intermediate shaft.

[0029] In a possible design, the output shaft assembly also includes: a first synchronizer, which is arranged between the third gear output gear and the fourth gear output gear; a second synchronizer, which is arranged between the first gear output gear and the second gear output gear; a third synchronizer, which is arranged between the sixth gear output gear and the input gear; wherein the stroke of the first synchronizer, the second synchronizer and the third synchronizer is less than or equal to 10 mm.

[0030] In this design, the output shaft assembly further includes a first synchronizer, a second synchronizer and a third synchronizer, and the first synchronizer is arranged between the third gear output gear and the fourth gear output gear.

[0031] When the vehicle needs to use the third gear to move, the coupling sleeve on the first synchronizer slides toward one side of the third gear output gear. When the coupling teeth of the third gear output gear engage with the coupling sleeve of the first synchronizer, the third gear output gear drives the coupling sleeve of the first synchronizer to rotate, and the coupling sleeve of the first synchronizer drives the spline hub of the first synchronizer to rotate, so that the spline hub drives the output shaft to rotate, thereby realizing the function of the vehicle moving in the third gear.

[0032] When the vehicle needs to use the fourth gear to move, the engagement sleeve on the first synchronizer slides toward one side of the fourth gear output gear. When the engagement teeth of the fourth gear output gear engage with the engagement sleeve of the first synchronizer, the fourth gear output gear drives the engagement sleeve of the first synchronizer to rotate, and the engagement sleeve of the first synchronizer drives the spline hub of the first synchronizer to rotate, so that the spline hub drives the output shaft to rotate, thereby realizing the function of the vehicle moving in the fourth gear.

[0033] When the vehicle needs to use first gear to move, the coupling sleeve on the second synchronizer slides toward one side of the first gear output gear. When the coupling teeth of the first gear output gear engage with the coupling sleeve of the second synchronizer, the first gear output gear drives the coupling sleeve of the second synchronizer to rotate, and the coupling sleeve of the second synchronizer drives the spline hub of the second synchronizer to rotate, so that the spline hub drives the output shaft to rotate, thereby realizing the function of the vehicle moving in first gear.

[0034] When the vehicle needs to use second gear to move, the engagement sleeve on the second synchronizer slides toward one side of the second gear output gear. When the engagement teeth of the second gear output gear engage with the engagement sleeve of the second synchronizer, the second gear output gear drives the engagement sleeve of the second synchronizer to rotate, and the engagement sleeve of the second synchronizer drives the spline hub of the second synchronizer to rotate, so that the spline hub drives the output shaft to rotate, thereby realizing the function of the vehicle moving in second gear.

[0035] When the vehicle needs to use the sixth gear to move, the engagement sleeve on the third synchronizer slides toward one side of the sixth gear output gear. When the engagement teeth of the sixth gear output gear engage with the engagement sleeve of the third synchronizer, the sixth gear output gear drives the engagement sleeve of the third synchronizer to rotate, and the engagement sleeve of the third synchronizer drives the spline hub of the third synchronizer to rotate, and the spline hub drives the output shaft to rotate, thereby realizing the function of the vehicle moving in the sixth gear.

[0036] The input gear can be used as the fifth-speed output gear. When the vehicle needs to move in fifth gear, the coupling sleeve on the third synchronizer slides toward one side of the input gear. When the coupling teeth of the input gear engage with the coupling sleeve of the third synchronizer, the input gear drives the coupling sleeve of the third synchronizer to rotate, and the coupling sleeve of the third synchronizer drives the spline hub of the third synchronizer to rotate, and the spline hub drives the output shaft to rotate, thereby realizing the function of the vehicle moving in fifth gear.

[0037] In the present application, the stroke of the first synchronizer, the second synchronizer and the third synchronizer is set to be less than or equal to 10 mm, thereby realizing the miniaturization of the first synchronizer, the second synchronizer and the third synchronizer, making the structure inside the gearbox more compact and further reducing the axial installation size of the gearbox.

[0038] A second aspect of the present invention provides a vehicle, comprising a gearbox in any of the above technical solutions, so the vehicle provided by the present invention has all the benefits of the gearbox provided in any of the above technical solutions.

[0039] The vehicle also includes an assembly part, and the gearbox can be disassembled and assembled on the assembly part. The assembly part plays a bearing role for the gearbox to prevent the gearbox from shaking in the vehicle.

[0040] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0042] Figure 1 A schematic structural diagram of a gearbox according to an embodiment of the present invention is shown;

[0043] Figure 2 A schematic structural diagram of a gearbox according to another embodiment of the present invention is shown.

[0044] in, Figure 1 and Figure 2 The corresponding relationship between the reference numerals and component names is as follows:

[0045] 1 intermediate shaft, 2 first gear teeth, 3 reverse gear teeth, 4 output shaft, 5 first gear output gear, 6 reverse gear steering wheel, 7 reverse gear output gear, 8 climbing gear gear, 9 spline hub, 10 coupling sleeve, 11 third gear transmission gear, 12 fourth gear transmission gear, 13 third gear output gear, 14 fourth gear output gear, 15 sixth gear transmission gear, 16 second gear teeth, 17 second gear output gear, 18 sixth gear output gear, 19 input shaft, 20 input gear, 21 driven gear, 22 first synchronizer, 23 second synchronizer, 24 third synchronizer. DETAILED DESCRIPTION

[0046] In order to more clearly understand the above-mentioned purpose, features and advantages of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0047] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

[0048] Refer to the following Figure 1 and Figure 2 A gearbox is described according to some embodiments of the first aspect of the present invention.

[0049] A gearbox, such as Figure 1 As shown, it includes: an intermediate shaft assembly, the intermediate shaft assembly includes an intermediate shaft 1 and a medium-speed transmission gear assembly, the medium-speed transmission gear assembly is sleeved on the intermediate shaft 1, the intermediate shaft 1 includes a first gear tooth 2 and a reverse gear tooth 3, and the medium-speed transmission gear assembly is located between the first gear tooth 2 and the reverse gear tooth 3; wherein, a back-off groove is provided on one side of the reverse gear tooth 3, and part of the medium-speed transmission gear assembly is provided at the back-off groove.

[0050] The gearbox provided in this embodiment includes an intermediate shaft assembly, in which a first gear tooth 2 and a reverse gear tooth 3 are integrally formed on the shaft body of the intermediate shaft 1. When the processing of the reverse gear tooth 3 is completed, a tool withdrawal groove will be formed on one side of the reverse gear tooth 3 during the tool withdrawal operation. Since the medium-speed transmission gear assembly is located between the first gear tooth 2 and the reverse gear tooth 3, the tool withdrawal groove can be buried in the inner hole of the gear of the medium-speed transmission gear assembly.

[0051] It can be understood that in the related art, a gear 2 is provided on one side of the reverse gear 3, and the gear 2 is also integrally formed on the shaft body of the intermediate shaft 1. Due to the existence of the back cutter groove, the gear 2 cannot be machined and formed at the back cutter groove, and the gear 2 needs to be machined and formed on the shaft body where the back cutter groove is not formed. This causes a waste of space in the back cutter groove area between the gear 2 and the reverse gear 3. In the present application, the intermediate-speed transmission gear assembly is provided between the gear 2 and the reverse gear 3. On the one hand, there is no need to avoid the back cutter groove when machining the gear 2. On the other hand, since the intermediate-speed transmission gear assembly is sleeved on the intermediate shaft 1, There is no need to avoid the back cutter groove, and the back cutter groove is buried in the medium-speed transmission assembly to reduce the axial length of the shaft body, thereby improving the rigidity of the intermediate shaft 1, and making the axial structure more compact, thereby reducing the volume of the gearbox. Therefore, when the gear position of the gearbox is increased, the axial installation dimensions of the gearbox in the present application and the gearbox in the related art are basically the same, which is conducive to adapting the gearbox with increased gear positions to most vehicles. When the axial installation dimensions of the gearbox are basically unchanged, the gear positions of the gearbox are increased, so that the transmission ratio range of the gearbox is wider, thereby meeting the needs of different customers for the power, fuel economy and vehicle purchase cost of the gearbox.

[0052] like Figure 1As shown, in the above embodiment, the gearbox also includes an output shaft assembly, which includes: an output shaft 4; a first gear output gear 5, which is sleeved on the output shaft 4 and meshed with the first gear tooth 2; and a medium-speed output gear assembly, which is sleeved on the output shaft 4 and meshed with the medium-speed transmission gear assembly.

[0053] In this embodiment, the output shaft assembly includes an output shaft 4, a first gear output gear 5 and a medium-speed output gear assembly. The first gear output gear 5 and the medium-speed output gear assembly are both sleeved on the output shaft 4. In order to meet the high torque of the vehicle when using the first gear to travel, the tooth diameter of the first gear output gear 5 is larger than the tooth diameter of each output gear in the medium-speed output gear assembly. The first gear output gear 5 is meshed with the first gear tooth 2. Since the tooth diameter of the first gear output gear 5 is larger, the transmission ratio between the first gear output gear 5 and the first gear tooth 2 is relatively large, so that the first gear output gear 5 can drive the output shaft 4 to output a larger torque.

[0054] The medium-speed output gear assembly meshes with the medium-speed transmission gear assembly. Since the tooth diameter of each gear in the medium-speed output gear assembly is small, the medium-speed output gear assembly can achieve a high rotation speed, thereby enabling the medium-speed output gear assembly to drive the output shaft 4 to rotate at a high speed.

[0055] In the above embodiment, the gearbox also includes: a reverse gear steering wheel 6, which is meshed with the reverse gear 3; the output shaft assembly also includes a reverse gear output gear 7, which is sleeved on the output shaft 4 and meshed with the reverse gear steering wheel 6; wherein the reverse gear steering wheel 6 is a single gear.

[0056] In this embodiment, the reverse gear steering wheel 6 is meshed with the reverse gear tooth 3, and the reverse gear steering wheel 6 can rotate driven by the reverse gear tooth 3. The reverse gear steering wheel 6 is also meshed with the reverse gear output gear 7, so that the reverse gear steering wheel 6 drives the reverse gear output gear 7 to rotate. The reverse gear steering wheel 6 is arranged between the reverse gear tooth 3 and the reverse gear output gear 7. The reverse gear steering wheel 6 can realize the reversing function, so that the reverse gear output gear 7 rotates in the opposite direction to other output gears, so that the reverse gear output gear 7 can drive the output shaft 4 to rotate in the opposite direction, thereby realizing the function of the vehicle moving in reverse gear.

[0057] Furthermore, in the related art, due to the existence of the back-knife groove, the reverse gear steering wheel 6 needs to be used as a double gear. In the present application, since the back-knife groove is buried in the medium-speed transmission assembly, the reverse gear steering wheel 6 can be set as a single gear to achieve the transmission function, thereby reducing the processing amount of the reverse gear steering wheel 6 and effectively saving the processing cost. Moreover, since the reverse gear steering wheel 6 is set as a single gear, the volume of the reverse gear steering wheel 6 is reduced, thereby making the structure between the internal components of the gearbox more compact.

[0058] like Figure 1As shown, in the above embodiment, the output shaft assembly further includes: a climbing gear 8, which is sleeved on the output shaft 4, located between the medium-speed output gear assembly and the reverse gear output gear 7, and meshed with the reverse gear 3.

[0059] In this embodiment, the output shaft assembly also includes a climbing gear 8, which is located between the medium-speed output gear assembly and the reverse gear output gear 7. It can be understood that the climbing gear 8 can be used when the vehicle is traveling on an uphill section. By adding the climbing gear 8, the transmission ratio range of the gearbox is wider, and the practicality of the gearbox is increased. Since the back-off groove is buried in the medium-speed transmission assembly, the addition of the climbing gear 8 also makes the axial installation gear size of the gearbox basically unchanged, thereby reducing the axial space occupied by the gearbox.

[0060] In addition, the climbing gear 8 is meshed with the reverse gear 3, so that there is no need to separately set a tooth shape meshing with the climbing gear 8 on the intermediate shaft 1, thereby reducing the number of undercut grooves formed and avoiding the situation where the undercut grooves waste space.

[0061] In the above embodiment, it also includes: a sliding gear sleeve, which includes a spline hub 9 and a coupling sleeve 10. The spline hub 9 is sleeved on the output shaft 4 and is located between the reverse gear output gear 7 and the climbing gear 8. The coupling sleeve 10 is sleeved on the outer side of the spline hub 9 and can slide relative to the spline hub 9 along the axial direction of the output shaft 4 to engage with the coupling teeth of the reverse gear output gear 7 or the coupling teeth of the climbing gear 8.

[0062] In this embodiment, the sliding gear sleeve includes a spline hub 9 and a coupling sleeve 10. The spline hub 9 is sleeved on the output shaft 4. The spline hub 9 is fixed to the output shaft 4 axially and circumferentially, so that the spline hub 9 can drive the output shaft 4 to rotate. The coupling teeth of the reverse output gear 7 and the coupling teeth of the climbing gear 8 share a coupling sleeve 10. The coupling sleeve 10 can slide relative to the spline hub 9 along the axial direction of the output shaft 4. The coupling sleeve 10 and the spline hub 9 are fixed along the circumferential direction of the output shaft 4. When the vehicle needs to use the reverse gear, the coupling sleeve 10 slides toward one side of the reverse output gear 7. When the coupling teeth of the reverse output gear 7 are meshed with the coupling sleeve 10, the reverse output gear 7 drives the coupling sleeve 10 to rotate, and the coupling sleeve 10 drives the spline hub 9 and the output shaft 4 to rotate, thereby realizing the function of the vehicle moving in the reverse gear.

[0063] When the vehicle needs to use the climbing gear to move forward, the coupling sleeve 10 slides toward one side of the climbing gear gear 8. When the coupling teeth of the climbing gear gear 8 engage with the coupling sleeve 10, the climbing gear gear 8 drives the coupling sleeve 10 to rotate, and the coupling sleeve 10 drives the spline hub 9 to rotate, and the spline hub 9 drives the output shaft 4 to rotate, thereby realizing the function of the vehicle moving in the climbing gear.

[0064] Since the rotation speed of the reverse gear output gear 7 and the climbing gear 8 is relatively low, there is no need to set the coupling sleeve 10 to synchronize the rotation speed with the reverse gear output gear 7 and the climbing gear 8 before meshing. Instead, the coupling sleeve 10 directly meshes with the reverse gear output gear 7 and the climbing gear 8 rotating at a low speed during movement. Compared with the synchronizer in the related art, the sliding gear sleeve in the present application has a simple structure and reduces the number of parts, thereby reducing the occupied space and making the structure of the gearbox more compact.

[0065] In the above embodiment, the medium-speed transmission gear assembly includes a third-speed transmission gear 11 and a fourth-speed transmission gear 12; the medium-speed output gear assembly includes a third-speed output gear 13 and a fourth-speed output gear 14; the third-speed transmission gear 11 is meshed with the third-speed output gear 13, and the fourth-speed transmission gear 12 is meshed with the fourth-speed output gear 14.

[0066] In this embodiment, the third gear transmission gear 11 is meshed with the third gear output gear 13, so that the third gear transmission gear 11 can drive the third gear output gear 13 to rotate, and the fourth gear transmission gear 12 is meshed with the fourth gear output gear 14, so that the fourth gear transmission gear 12 can drive the fourth gear output gear 14 to rotate. The output shaft 4 is driven to rotate by the third gear output gear 13 or the fourth gear transmission gear 12, so that the output shaft 4 can rotate at different speeds. The undercut groove can be buried in the third gear transmission gear 11 or the fourth gear transmission gear 12. It can be understood that since the third gear transmission gear 11 or the fourth gear transmission gear 12 has a large contact area with the intermediate shaft 1, burying the undercut groove in the third gear transmission gear 11 or the fourth gear transmission gear 12 is not easy to affect the transmission stability of the third gear transmission gear 11 or the fourth gear transmission gear 12, which is beneficial to reducing the axial size of the intermediate shaft 1 and improving the rigidity of the intermediate shaft 1.

[0067] In the above embodiment, the intermediate shaft assembly also includes a six-speed transmission gear 15, which is sleeved on the intermediate shaft 1. The intermediate shaft 1 is provided with a second-speed gear 16, one side of the second-speed gear 16 is the first-speed gear 2, and the other side is the sixth-speed transmission gear 15; the output shaft assembly also includes a second-speed output gear 17 and a sixth-speed output gear 18, the second-speed output gear 17 is meshed with the second-speed gear 16, and the sixth-speed output gear 18 is meshed with the sixth-speed transmission gear 15.

[0068] In this embodiment, the first gear tooth 2 is meshed with the first gear output gear 5, so that the first gear tooth 2 can drive the first gear output gear 5 to rotate, the second gear tooth 16 is meshed with the second gear output gear 17, so that the second gear tooth 16 can drive the second gear output gear 17 to rotate, and the sixth gear transmission gear 15 is meshed with the sixth gear output gear 18, so that the sixth gear transmission gear 15 can drive the sixth gear output gear 18 to rotate. The first gear tooth 2 and the second gear tooth 16 are integrally formed on the shaft body of the intermediate shaft 1, and a synchronous gear is provided between the first gear tooth 2 and the second gear tooth 16. The first gear output gear 5, the second gear output gear 17 and the third gear output gear 13 are reasonably arranged, so that the structure inside the gearbox is more compact, the space utilization rate is improved, and the space occupied by the gearbox is effectively reduced.

[0069] Combination Figure 1 and Figure 2 As shown, in the above embodiment, the gearbox also includes: an input shaft assembly, the input shaft assembly includes an input shaft 19 and an input gear 20, and the input gear 20 is sleeved on the input shaft 19; the intermediate shaft assembly also includes a driven gear 21, the driven gear 21 is sleeved on the intermediate shaft 1, and the driven gear 21 is meshed with the input gear 20.

[0070] In this embodiment, the input shaft assembly includes an input shaft 19 and an input gear 20. The input gear 20 is sleeved on the input shaft 19. The input gear 20 and the input shaft 19 are fixed along the circumferential direction. When the input shaft 19 rotates, it can drive the input gear 20 to rotate. The input gear 20 is meshed with a driven gear 21 on the intermediate shaft 1. The driven gear 21 and the intermediate shaft 1 are fixed along the circumferential direction. The input gear 20 drives the driven gear 21 to rotate. The driven gear 21 can drive the intermediate shaft 1 to rotate, thereby realizing power transmission from the input shaft 19 to the intermediate shaft 1.

[0071] In the above embodiment, the output shaft assembly also includes: a first synchronizer 22, the first synchronizer 22 is arranged between the third gear output gear 13 and the fourth gear output gear 14; a second synchronizer 23, the second synchronizer 23 is arranged between the first gear output gear 5 and the second gear output gear 17; a third synchronizer 24, the third synchronizer 24 is arranged between the sixth gear output gear 18 and the input gear 20; wherein the stroke of the first synchronizer 22, the second synchronizer 23 and the third synchronizer 24 is less than or equal to 10 mm.

[0072] In this embodiment, the output shaft assembly further includes a first synchronizer 22 , a second synchronizer 23 and a third synchronizer 24 , and the first synchronizer 22 is disposed between the third gear output gear 13 and the fourth gear output gear.

[0073] When the vehicle needs to use the third gear to travel, the engagement sleeve on the first synchronizer 22 slides toward one side of the third gear output gear 13. When the engagement teeth of the third gear output gear 13 engage with the engagement sleeve of the first synchronizer 22, the third gear output gear 13 drives the engagement sleeve of the first synchronizer 22 to rotate, and the engagement sleeve of the first synchronizer 22 drives the spline hub of the first synchronizer 22 to rotate, so that the spline hub drives the output shaft 4 to rotate, thereby realizing the function of the vehicle traveling in the third gear.

[0074] When the vehicle needs to use the fourth gear to travel, the engagement sleeve on the first synchronizer 22 slides toward one side of the fourth gear output gear 14. When the engagement teeth of the fourth gear output gear 14 engage with the engagement sleeve of the first synchronizer 22, the fourth gear output gear 14 drives the engagement sleeve of the first synchronizer 22 to rotate, and the engagement sleeve of the first synchronizer 22 drives the spline hub of the first synchronizer 22 to rotate, so that the spline hub drives the output shaft 4 to rotate, thereby realizing the function of the vehicle traveling in the fourth gear.

[0075] When the vehicle needs to use the first gear to move, the engagement sleeve on the second synchronizer 23 slides toward one side of the first gear output gear 5. When the engagement teeth of the first gear output gear 5 engage with the engagement sleeve of the second synchronizer 23, the first gear output gear 5 drives the engagement sleeve of the second synchronizer 23 to rotate, and the engagement sleeve of the second synchronizer 23 drives the spline hub of the second synchronizer 23 to rotate, so that the spline hub drives the output shaft 4 to rotate, thereby realizing the function of the vehicle moving in the first gear.

[0076] When the vehicle needs to use the second gear to travel, the engagement sleeve on the second synchronizer 23 slides toward one side of the second gear output gear 17. When the engagement teeth of the second gear output gear 17 engage with the engagement sleeve of the second synchronizer 23, the second gear output gear 17 drives the engagement sleeve of the second synchronizer 23 to rotate, and the engagement sleeve of the second synchronizer 23 drives the spline hub of the second synchronizer 23 to rotate, so that the spline hub drives the output shaft 4 to rotate, thereby realizing the function of the vehicle traveling in the second gear.

[0077] When the vehicle needs to use the sixth gear to travel, the engagement sleeve on the third synchronizer 24 slides toward one side of the sixth gear output gear 18. When the engagement teeth of the sixth gear output gear 18 engage with the engagement sleeve of the third synchronizer 24, the sixth gear output gear 18 drives the engagement sleeve of the third synchronizer 24 to rotate, and the engagement sleeve of the third synchronizer 24 drives the spline hub of the third synchronizer 24 to rotate, so that the spline hub drives the output shaft 4 to rotate, thereby realizing the function of the vehicle traveling in the sixth gear.

[0078] The input gear 20 can be used as the fifth-gear output gear. When the vehicle needs to use the fifth gear to travel, the coupling sleeve on the third synchronizer 24 slides toward one side of the input gear 20. When the coupling teeth of the input gear 20 engage with the coupling sleeve of the third synchronizer 24, the input gear 20 drives the coupling sleeve of the third synchronizer 24 to rotate, and the coupling sleeve of the third synchronizer 24 drives the spline hub of the third synchronizer 24 to rotate, so that the spline hub drives the output shaft 4 to rotate, thereby realizing the function of the vehicle traveling in fifth gear.

[0079] Specifically, the transmission gear sleeved on the intermediate shaft 1 is matched with the shaft body of the intermediate shaft 1 through a spline, so that the intermediate shaft 1 and the transmission gear can rotate synchronously, and the output gear sleeved on the output shaft 4 is matched with the shaft body of the output shaft 4 through a needle bearing, so that the output shaft 4 can rotate relative to the shaft body of the output shaft 4 in the circumferential direction, that is, a synchronizer needs to be set to cooperate with the output gear to make the output shaft 4 and the output gear rotate synchronously.

[0080] The first synchronizer 22 , the second synchronizer 23 and the third synchronizer 24 in this embodiment may be single-cone synchronizers or double-cone synchronizers.

[0081] The first synchronizer 22, the second synchronizer 23 and the third synchronizer 24 in this embodiment all include a gear hub, a gear sleeve, two synchronizer rings, two engaging teeth and a slider. The gear sleeve is sleeved on the outside of the gear hub, and the gear sleeve can move along the axial direction of the gear hub. The two synchronizer rings are symmetrically arranged on both sides of the gear hub, and the two engaging teeth are also arranged on both sides of the gear hub. The slider is clamped between the two synchronizer rings. During the movement of the gear sleeve, it can drive the slider to move, and then drive the synchronizer ring to move through the slider, thereby realizing the function of shifting gears. In this embodiment, the structure of the synchronizer ring is thinned, and the structure of the engaging teeth is adjusted, so that the stroke of the first synchronizer 22, the second synchronizer 23 and the third synchronizer 24 set in this embodiment is less than or equal to 10 mm, thereby realizing the miniaturization of the first synchronizer 22, the second synchronizer 23 and the third synchronizer 24, making the structure in the gearbox more compact, and further reducing the axial installation size of the gearbox.

[0082] An embodiment of the second aspect of the present invention provides a vehicle, comprising the gearbox in any of the above embodiments, so the vehicle provided by the present invention has all the benefits of the gearbox provided in any of the above embodiments.

[0083] The vehicle also includes an assembly part, and the gearbox can be disassembled and assembled on the assembly part. The assembly part plays a bearing role for the gearbox to prevent the gearbox from shaking in the vehicle.

[0084] In the description of the present invention, the term "plurality" refers to two or more than two. Unless otherwise clearly defined, the orientation or positional relationship indicated by the terms "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention. The terms "connection", "installation", "fixation", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0085] In the description of the present invention, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In the present invention, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0086] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A gearbox, characterized in that: include: An intermediate shaft assembly, the intermediate shaft assembly comprising an intermediate shaft and an intermediate speed transmission gear assembly, the intermediate speed transmission gear assembly being sleeved on the intermediate shaft, the intermediate shaft comprising a first gear tooth and a reverse gear tooth, the intermediate speed transmission gear assembly being located between the first gear tooth and the reverse gear tooth, the first gear tooth and the reverse gear tooth being integrally formed on the shaft body of the intermediate shaft; Wherein, a back-off groove is arranged on one side of the reverse gear, and part of the medium-speed transmission gear assembly is arranged at the back-off groove; Also included is an output shaft assembly, the output shaft assembly comprising: Output shaft; A first gear output gear, the first gear output gear is sleeved on the output shaft and meshes with the first gear teeth; A medium-speed output gear assembly, wherein the medium-speed output gear assembly is sleeved on the output shaft and meshes with the medium-speed transmission gear assembly; The medium-speed transmission gear assembly includes a third-speed transmission gear and a fourth-speed transmission gear; The medium-speed output gear assembly includes a third-speed output gear and a fourth-speed output gear; The third gear transmission gear is meshed with the third gear output gear, and the fourth gear transmission gear is meshed with the fourth gear output gear; The intermediate shaft assembly further comprises a six-speed transmission gear, the six-speed transmission gear is sleeved on the intermediate shaft, a second-speed gear is arranged on the intermediate shaft, one side of the second-speed gear is the first-speed gear, and the other side is the six-speed transmission gear; The output shaft assembly further comprises a second-gear output gear and a sixth-gear output gear, wherein the second-gear output gear meshes with the second-gear gear, and the sixth-gear output gear meshes with the sixth-gear transmission gear; Wherein, the diameter of the shaft body at the sixth gear transmission gear is smaller than the diameter of the shaft body at the second gear gear.

2. The gearbox according to claim 1, characterized in that: Also includes: A reverse gear steering wheel, the reverse gear steering wheel is meshed with the reverse gear teeth; The output shaft assembly further comprises a reverse gear output gear, which is sleeved on the output shaft and meshes with the reverse gear steering wheel; Wherein, the reverse gear steering wheel is a single gear.

3. The gearbox according to claim 2, characterized in that: The output shaft assembly also includes: The climbing gear is sleeved on the output shaft, located between the medium-speed output gear assembly and the reverse gear output gear, and meshed with the reverse gear.

4. The gearbox according to claim 3, characterized in that: Also includes: The sliding gear sleeve comprises a spline hub and an engaging sleeve. The spline hub is sleeved on the output shaft and is located between the reverse gear output gear and the climbing gear. The engaging sleeve is sleeved on the outer side of the spline hub and can slide relative to the spline hub along the axial direction of the output shaft to engage with the engaging teeth of the reverse gear output gear or the engaging teeth of the climbing gear.

5. The gearbox according to claim 1, characterized in that: Also includes: An input shaft assembly, the input shaft assembly comprising an input shaft and an input gear, the input gear being sleeved on the input shaft; The intermediate shaft assembly also includes a driven gear, which is sleeved on the intermediate shaft and meshes with the input gear.

6. The gearbox according to claim 5, characterized in that: The output shaft assembly also includes: a first synchronizer, the first synchronizer being arranged between the third gear output gear and the fourth gear output gear; a second synchronizer, the second synchronizer being arranged between the first gear output gear and the second gear output gear; A third synchronizer, the third synchronizer being arranged between the sixth-speed output gear and the input gear; Wherein, the strokes of the first synchronizer, the second synchronizer and the third synchronizer are less than or equal to 10 mm.

7. A vehicle, characterized in that: Comprising a gearbox as claimed in any one of claims 1 to 6.

Images