A gearbox for a beam transport vehicle

Abstract

The present invention provides a gearbox for a beam transporter, which is used for special engineering vehicles such as beam transporters. In this application, a reversing device and a front-mounted speed-changing device are integrated on the gearbox main body. The reversing device includes a first shaft, a first front gear, a first rear gear, and a second shaft. The first sliding sleeve is toggled by a fork to switch between the first front gear and the first rear gear to achieve the steering switch of the second shaft. The front-mounted speed-changing device includes a second front gear, a second rear gear, and a third shaft. The second sliding sleeve is toggled by a fork to switch between the second front gear and the second rear gear to achieve the speed switch of the third shaft. The gearbox main body has multiple gears for multi-gear switching, enabling the vehicle to have multiple gears matching the gearbox main body both during forward and reverse driving, so that this application can be applicable to high-speed sections in the fast gear mode and working condition sections in the slow gear mode, meeting the different working condition requirements of heavy trucks.

Description

Technical Field

[0001] The present invention belongs to the technical field of automotive parts, and particularly relates to a transmission for a beam transporter. Background Art

[0002] During large-scale construction projects, a large number of prefabricated components are usually used. Generally, a suitable site near the construction site is selected to build a factory for manufacturing prefabricated components, and then a beam transporter is used to transport the processed concrete prefabricated components or large-tonnage prefabricated components to the construction site. Due to the usually complex road conditions at the construction site, in most cases, the reverse gear is the commonly used working gear for these transportation equipment. However, the original transmission has a single reverse gear ratio. When the vehicle is unloaded or lightly loaded, it cannot travel quickly. When the vehicle is transporting heavy or large-sized goods, it cannot make the vehicle speed slower or increase the required torque output. To meet the above usage requirements, a front-mounted reversing device has emerged. However, due to structural limitations, the existing front-mounted reversing devices cannot change the transmission ratio by replacing different input gears and transmission gears according to different requirements.

[0003] In addition, the transmissions used in beam transporters are divided into two types: fast boxes and slow boxes. Heavy trucks with fast boxes are mainly suitable for high-speed sections, with fast driving speeds but small torques. When going uphill or on rough roads, heavy trucks with fast boxes often cannot continue to drive or stall due to insufficient torque, and it is also easy to have excessive fuel injection, causing the transmission to bear too much torque and the gearbox to crack, which not only damages the engine but also easily causes the transmission to malfunction. Heavy trucks with slow boxes are mainly suitable for working conditions, with high low-speed torques. Due to their slow running speeds, they cannot drive at high speeds on some highways and are more difficult to overtake, affecting transportation efficiency and delaying delivery time. It can be seen that transmissions with a single gear ratio cannot meet the road driving requirements of heavy trucks. Since molds and equipment are usually used to facilitate batch production and ensure production quality of transmissions, the structures of existing transmissions are basically finalized, so it is not convenient to improve the existing transmissions. However, to meet the usage requirements of users, there is a great need for an auxiliary accessory that neither changes the production of the existing transmission nor damages the original transmission.

[0004] Therefore, an improved technical solution is needed to address the above deficiencies in the prior art. Summary of the Invention

[0005] The object of the present invention is to overcome the above deficiencies in the prior art and provide a transmission with a rich gear ratio that meets the requirements of speed and load. The present application provides a transmission for a beam transporter.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A transmission for a beam transport vehicle, the transmission comprising: a reversing device, a front-mounted speed-changing device, and a transmission main body;

[0008] The reversing device comprises:

[0009] A first shaft, the first shaft being connected to an engine for power input;

[0010] A first front gear, the first front gear having an inner gear ring and an outer gear ring, the first shaft being correspondingly meshed with its inner gear ring through the outer teeth at the rear end;

[0011] A first intermediate gear set, the first intermediate gear set comprising a first intermediate front gear and a first intermediate rear gear coaxially mounted at both ends of a first intermediate shaft; the first intermediate front gears of the two groups of first intermediate gear sets are correspondingly meshed with the outer gear ring of the first front gear, and the first intermediate rear gears of the two groups of first intermediate gear sets are respectively meshed with two idle gears;

[0012] A first rear gear, the first rear gear having an inner gear ring and an outer gear ring and being correspondingly arranged with the first front gear, the two idle gears being correspondingly meshed with the outer gear ring of the first rear gear;

[0013] A second shaft, one end of the second shaft having a first sliding sleeve that can be adapted to the inner gear ring of the first front gear or the inner gear ring of the first rear gear, the first sliding sleeve being toggled by a fork to switch between the first front gear and the first rear gear to achieve the steering switch of the second shaft;

[0014] The front-mounted speed-changing device comprises:

[0015] A second front gear, the second front gear having an inner gear ring and an outer gear ring, the rear end of the second shaft being correspondingly meshed with its inner gear ring through the outer teeth;

[0016] A second intermediate gear set, the second intermediate gear set comprising a second intermediate front gear and a second intermediate rear gear coaxially mounted at both ends of a second intermediate shaft; the second intermediate front gears of the two groups of second intermediate gear sets are correspondingly meshed with the outer gear ring of the second front gear;

[0017] A second rear gear, the second rear gear having an inner gear ring and an outer gear ring and being correspondingly arranged with the second front gear, the first intermediate rear gears of the two groups of first intermediate gear sets being correspondingly meshed with the outer gear ring of the second rear gear;

[0018] A third shaft, one end of the third shaft having a second sliding sleeve that can be adapted to the inner gear ring of the second front gear or the inner gear ring of the second rear gear, the second sliding sleeve being toggled by a fork to switch between the second front gear and the second rear gear to achieve the speed change of the third shaft;

[0019] The transmission main body comprises:

[0020] An input shaft, where the input shaft is the third shaft;

[0021] An output shaft that extends out of the transmission main body for power output;

[0022] Wherein, the transmission main body has multiple gears for multi-gear shifting.

[0023] For the transmission for a beam transporter as described above, preferably, the reversing device has a first housing, the two idler gears are respectively pivotally connected to the first housing through idler shafts, and there is a gap between the first transitional rear gear and the first rear gear.

[0024] For the transmission for a beam transporter as described above, preferably, the two groups of the first transitional gear sets are symmetrically distributed on both sides of the second shaft;

[0025] The two idler gears are symmetrically distributed on both sides of the second shaft.

[0026] For the transmission for a beam transporter as described above, preferably, the front-mounted speed-changing device has a second housing, and the first housing and the second housing are fixedly connected to the transmission main body through bolts.

[0027] For the transmission for a beam transporter as described above, preferably, the first housing or the second housing is provided with a plurality of through holes circumferentially corresponding to the second shaft, and the through holes are used for lubricating oil circulation.

[0028] For the transmission for a beam transporter as described above, preferably, the reversing device has a first shifting mechanism, and the first shifting mechanism drives the first sliding sleeve through a shift fork.

[0029] For the transmission for a beam transporter as described above, preferably, the front-mounted speed-changing device has a second shifting mechanism, and the second shifting mechanism drives the second sliding sleeve through a shift fork.

[0030] For the transmission for a beam transporter as described above, preferably, both the first shifting mechanism and the second shifting mechanism are pneumatically controlled operation valves and have the same design.

[0031] For the transmission for a beam transporter as described above, preferably, the transmission main body has 6 - 16 gears and shifts gears through a third shifting mechanism.

[0032] For the transmission for a beam transporter as described above, preferably, the shift fork is precision forged from 45# steel.

[0033] Compared with the closest prior art, the technical solution provided by the present invention has the following beneficial effects:

[0034] In this technical solution, the commutation device can be toggled by the first sliding sleeve with the fork between the first front gear and the first rear gear to achieve the steering switch of the second shaft, so that the present invention has two modes of forward rotation and reverse rotation; the front transmission device can be toggled by the second sliding sleeve with the fork between the second front gear and the second rear gear to achieve the speed switch of the third shaft, so that the present invention has two modes of fast gearbox and slow gearbox, enabling the beam transporter to have more gears during forward or reverse driving, and being applicable to the driving requirements of different working conditions through the switching between the fast gearbox and the slow gearbox. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings forming a part of this application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. Among them:

[0036] Figure 1 It is a schematic structural diagram of the gearbox provided in the specific embodiment of the present invention.

[0037] Legend: 1. Commutation device; 2. Front transmission device; 3. Gearbox main body; 1.1. First shaft; 1.2. First rear gear; 1.3. First sliding sleeve; 1.4. First intermediate front gear; 1.5. First front gear; 1.6. First intermediate rear gear; 1.7. Idler shaft; 1.8. Second shaft; 1.9. Idler gear; 1.10. First intermediate shaft; 2.1. Third shaft; 2.2. Second rear gear; 2.3. Second intermediate rear gear; 2.4. Second intermediate front gear; 2.5. Second sliding sleeve; 2.6. Second front gear; 2.7. Second intermediate shaft. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0038] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art belong to the scope of protection of the present invention.

[0039] In the description of the present invention, the terms "longitudinal", "lateral", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and do not require that the present invention must be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on the present invention. The terms "connected" and "connected" used in the present invention should be understood in a broad sense. For example, they can be fixed connections or detachable connections; they can be directly connected or indirectly connected through intermediate components. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0040] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments. It should be noted that the embodiments and features in the embodiments of the present invention can be combined with each other without conflict.

[0041] The present invention provides a gearbox for a beam transport vehicle, which is used for special engineering vehicles such as beam transport vehicles. The present application integrates a reversing device 1 and a front transmission device 2 on a gearbox body 3. The reversing device 1 can be switched between a first front gear 1.5 and a first rear gear 1.2 by a first sliding sleeve 1.3 with a shift fork to achieve a steering switch of a second shaft 1.8, so that the present invention has two modes of forward rotation and reverse rotation, wherein the first front gear 1.5 and the first rear gear 1.2 have different numbers of teeth, the first transition gear 1.4 and the first transition rear gear 1.6 have different numbers of teeth, and the first When the second shaft 1.8 is driven by the first sleeve 1.3 through the first front gear 1.5, it is in the forward rotation mode. The second shaft 1.8 is driven in the forward rotation mode. The first front gear 1.5 is meshed with the first transition front gear 1.4 to coaxially drive the first transition rear gear 1.6. The first transition rear gear 1.6 is meshed with the idler gear 1.9. The idler gear 1.9 drives the first rear gear 1.2. The first rear gear 1.2 drives the second shaft 1.8 in the reverse direction by using the first sleeve 1.3 to achieve the speed ratio change. This enables the vehicle to have multiple gears matching the gearbox body 3 during forward or reverse driving.

[0042] The front transmission device 2 can be toggled by the second sliding sleeve 2.5 with the fork, and can be switched between the second front gear 2.6 and the second rear gear 2.2 to achieve the speed switching of the third shaft 2.1, so that the present invention has two modes of a fast gearbox and a slow gearbox. Among them, the number of teeth of the second front gear 2.6 and the second rear gear 2.2 is different, the number of teeth of the first intermediate front gear 2.4 is greater than the number of teeth of the first intermediate rear gear 2.3. When the third shaft 2.1 is driven by the second front gear 2.6 through the second sliding sleeve 2.5, it is in the fast gearbox mode, and the third shaft 2.1 has a relatively high speed. When the third shaft 2.1 is driven by the first intermediate rear gear 2.3 and the second rear gear 2.2 through the second sliding sleeve 2.5, it is in the slow gearbox mode, and the third shaft 2.1 has a relatively low speed, enabling the present application to be applicable to high-speed sections in the fast gearbox mode, with a fast driving speed but a small torque; the slow gearbox mode is applicable to working condition sections, with a high low-speed torque, meeting the driving requirements of heavy trucks under different working conditions.

[0043] As Figure 1 shown, a gearbox for a beam transporter, the gearbox comprising: a reversing device, a front transmission device, and a gearbox main body;

[0044] The reversing device comprises:

[0045] a first shaft, the first shaft being connected to an engine for power input;

[0046] a first front gear, the first front gear having an inner gear ring and an outer gear ring, the first shaft being correspondingly engaged with the inner gear ring through the outer teeth at the rear end;

[0047] a first intermediate gear set, the first intermediate gear set comprising a first intermediate front gear and a first intermediate rear gear coaxially mounted at both ends of a first intermediate shaft 1.10; the first intermediate front gears of the two first intermediate gear sets are correspondingly engaged with the outer gear ring of the first front gear, and the first intermediate rear gears of the two first intermediate gear sets are respectively engaged with two idler gears;

[0048] a first rear gear, the first rear gear having an inner gear ring and an outer gear ring, and being correspondingly arranged with the first front gear, the two idler gears being correspondingly engaged with the outer gear ring of the first rear gear;

[0049] a second shaft, one end of the second shaft having a first sliding sleeve that can be adapted to the inner gear ring of the first front gear or the inner gear ring of the first rear gear, the first sliding sleeve being toggled by a fork and switched between the first front gear and the first rear gear to achieve the steering switching of the second shaft;

[0050] The front transmission device comprises:

[0051] a second front gear, the second front gear having an inner gear ring and an outer gear ring, the rear end of the second shaft being correspondingly engaged with the inner gear ring through the outer teeth;

[0052] A second intermediate gear set, the second intermediate gear set including a second intermediate front gear and a second intermediate rear gear coaxially mounted at two ends of a second intermediate shaft 2.7; the second intermediate front gears of the two sets of second intermediate gear sets correspondingly mesh with the outer tooth ring of the second front gear;

[0053] A second rear gear, the second rear gear having an inner tooth ring and an outer tooth ring, and being correspondingly arranged with the second front gear, the first intermediate rear gears of the two sets of first intermediate gear sets correspondingly meshing with the outer tooth ring of the second rear gear;

[0054] A third shaft, one end of the third shaft having a second sliding sleeve that can be adapted to the inner tooth ring of the second front gear or the inner tooth ring of the second rear gear, the second sliding sleeve being toggled by a fork to switch between the second front gear and the second rear gear so as to realize the speed switching of the third shaft;

[0055] The transmission main body includes:

[0056] An input shaft, the input shaft being the third shaft;

[0057] An output shaft, the output shaft extending out of the transmission main body for power output;

[0058] Wherein, the transmission main body has multiple gears for multi-gear switching.

[0059] The first sliding sleeve adopts an internal and external spline design, the internal spline is connected to the external spline of the second shaft, and the external spline can slide and cooperate with the internal splines of the first front gear and the first rear gear. The second shaft and the third shaft have the same design, and the first sliding sleeve and the second sliding sleeve have the same design; the second shaft has an external spline and external teeth at the rear end.

[0060] The reversing device 1 can be toggled by the first sliding sleeve 1.3 with the fork to switch between the first front gear 1.5 and the first rear gear 1.2 so as to realize the steering switching of the second shaft 1.8, so that the present invention has two modes of forward rotation and reverse rotation; the front-mounted speed-changing device 2 can be toggled by the second sliding sleeve 2.5 with the fork to switch between the second front gear 2.6 and the second rear gear 2.2 so as to realize the speed switching of the third shaft 2.1, so that the present invention has two modes of a fast box and a slow box, enabling the beam transporter to have more gears during both forward and reverse driving, and being applicable to the driving requirements of different working conditions through the switching between the fast box and the slow box.

[0061] The present application also has the following implementation manner. The reversing device 1 has a first box body, and two idler gears 1.9 are pivotally connected to the first box body through an idler gear shaft 1.7. Among them, the first intermediate rear gear 1.6 meshes with the idler gear 1.9. The idler gear 1.9 meshes with the first rear gear, and there is a gap between the first intermediate rear gear and the first rear gear.

[0062] In this embodiment, the idler shaft 1.7 is fixedly arranged on the first housing, the idler is mounted on the corresponding idler shaft 1.7 through a bearing, and a locking nut connected to the end of the idler shaft 1.7 confines the bearing on the idler shaft 1.7.

[0063] Since there is no interference between the first pre-transition gear 1.4, the idler 1.9 and the idler shaft 1.7, the corresponding first pre-transition gear 1.4 and the first front gear 1.5 can be replaced according to actual needs to achieve a change in the transmission ratio.

[0064] Among them, the cover of the first housing is made of QT500-7 ductile iron to enhance the strength.

[0065] Two groups of first pre-transition gears 1.4 are symmetrically distributed on both sides of the second shaft 1.8; two first post-transition gears 1.6 are symmetrically distributed on both sides of the second shaft 1.8. The displacement differences between the two groups of first pre-transition gears 1.4 and between the two groups of first post-transition gears 1.6 are both 180°, thus making the forces on the post-gears and the pre-gears balanced, avoiding bending deformation of the second shaft 1.8 and the first shaft 1.1 after long-term use, and enabling stable operation and a long service life.

[0066] The idler shaft 1.7 is fixedly arranged on the first housing, the idler 1.9 is mounted on the corresponding idler shaft 1.7 through a bearing, and a locking nut connected to the end of the idler shaft 1.7 confines the bearing on the idler shaft 1.7, ensuring reliable installation of the idler 1.9 while avoiding interference between the idler shaft 1.7 and the first pre-transition gear 1.4.

[0067] This application further includes two first transition gear sets. The two ends of the first transition shaft 1.10 are respectively mounted in the corresponding mounting holes on the first housing and the corresponding mounting holes on the cover through the corresponding bearings, and the first pre-transition gear 1.4 and the first post-transition gear 1.6 are mounted on the corresponding first transition shaft 1.10.

[0068] On the inner side surface of the cover of the first housing, there are two circular ring bosses. The inner cavity of the circular ring boss communicates with the corresponding mounting hole on the cover to form a bearing hole. The setting of the circular ring boss ensures the strength at the bearing installation position while significantly reducing the weight of the cover blank. Since the thickness of the cover is reduced, energy can be saved. Among them, on the outer side surface of the circular ring boss, a number of semi-circular notches extending axially are evenly distributed in a ring shape and a number of rib plates are evenly distributed in a ring shape. The rib plates and the semi-circular notches are arranged at intervals. The semi-circular notches are coaxially arranged with the corresponding bolt fixing connection holes on the cover. The multiple rib plates and the bolt heads located in the corresponding semi-circular notches can both increase the stiffness of the circular ring boss and make the structure stable.

[0069] On the inner side of the lid of the first box body, there are two support platforms. The fixed end of the idler shaft 1.7 is arranged on the corresponding support platform, so that the cantilever length of the idler shaft 1.7 can be shortened, making the idler shaft 1.7 have high rigidity and thus stable operation. Since the support platform is located on the box lid, there will be no interference between the first intermediate front gear 1.4 and the support platform.

[0070] Preferably, the corresponding first intermediate front gear 1.4 and the first front gear 1.5 can be replaced according to actual needs to achieve a change in the transmission ratio.

[0071] On the circumferential shell of the first box body or the second box body corresponding to the second shaft 1.8, there are a plurality of through holes for the circulation of lubricating oil.

[0072] In some embodiments, on the lid of the first box body, there are several through holes annularly distributed along the axis of the second shaft 1.8. The through holes are communicated with the corresponding mounting holes located in the main reducer body or the second box body. When the connection rigidity between this application and the automotive main reducer is insufficient, the through holes are used as fixing holes. When the connection rigidity between this application and the automotive main reducer is sufficient, the through holes are used as lubricating holes, which can be selected according to the actual situation and are convenient to use. When moving forward, the shift fork drives the first sliding sleeve 1.3 to move so that the first sliding sleeve 1.3 meshes with the first front gear 1.5. The first shaft 1.1 drives the first front gear 1.5 to rotate, the first front gear 1.5 drives the first sliding sleeve 1.3 to rotate, and the first sliding sleeve 1.3 drives the second shaft 1.8 to rotate; when in reverse gear, the shift fork drives the first sliding sleeve 1.3 to move so that the first sliding sleeve 1.3 disengages from the first front gear 1.5, and the first sliding sleeve 1.3 meshes with the first rear gear 1.2. The first shaft 1.1 drives the first front gear 1.5 to rotate, the first front gear 1.5 meshes with the first intermediate front gear 1.4, and 1.4 meshes to drive the first intermediate rear gear 1.6 to rotate. The first intermediate rear gear 1.6 drives the idler 1.9 to rotate, and the first rear gear 1.2 drives the second shaft 1.8 to rotate through the first sliding sleeve 1.3. The rear end of the second shaft 1.8 is connected to the front transmission device 2 and the transmission main body 3, so that all gears of the automotive main transmission become reverse gears.

[0073] Preferably, the number of teeth of the first front gear 1.5 and the first intermediate front gear 1.4 can be changed to achieve a change in the transmission ratio.

[0074] In some embodiments, the front transmission device 2 has a second box body, and the first box body and the second box body are fixedly connected to the transmission main body 3 by bolts.

[0075] In some embodiments, the reversing device 1 has a first shifting mechanism, and the first shifting mechanism drives the first sliding sleeve 1.3 through a shift fork.

[0076] In another embodiment of the present application, the outer gear ring of the second front gear 2.6 meshes with two sets of first transitional front gears 2.4. The two first transitional front gears 2.4 coaxially drive two first transitional rear gears 2.3 to mesh with the outer teeth of the second rear gear 2.2. Since the two sets of first transitional front gears 2.4 are respectively distributed on both sides of the second shaft 1.8 and the displacement difference is 180°, the forces on the second rear gear 2.2 and the second front gear 2.6 are balanced, avoiding bending deformation of the second shaft 1.8 and the third shaft 2.1 after long-term use, and making the operation stable and the service life long.

[0077] There are multiple rib plates on the outer peripheral surface of the second housing. The rib plates extend to the outer edge of the second housing, making the second housing not easily damaged or cracked, and greatly improving the service life. Moreover, the second housing and the housing cover are made of QT500-7 ductile iron, further strengthening the strength.

[0078] There are several through holes annularly distributed along the axis of the second shaft 1.8 on the housing cover of the second housing. The through holes are communicated with the corresponding mounting holes on the main gearbox. When the connection stiffness between the present application and the automotive main reduction gearbox is insufficient, the through holes are used as fixing holes. When the connection stiffness between the present application and the automotive main reduction gearbox is sufficient, the through holes are used as lubrication holes, which can be selected according to the actual situation and are convenient to use. Among them, the number of through holes is six.

[0079] There are two circular ring bosses on the inner side surface of the housing cover of the second housing. The inner cavities of the circular ring bosses communicate with the corresponding mounting holes to form bearing holes. The corresponding ends of the two second transitional shafts 2.7 are installed on the corresponding bearing holes through sealed bearings. The second transitional front gears 2.4 and the second transitional rear gears 2.3 are installed through the second transitional shafts 2.7. The setting of the circular ring bosses facilitates the installation of the sealed bearings, ensuring the strength at the installation position of the sealed bearings while significantly reducing the thickness of the housing cover, thereby reducing the blank weight of the housing cover. Since the thickness of the housing cover of the second housing is reduced, energy can be saved and the processing difficulty can be reduced.

[0080] A number of axially extending semi-circular notches are annularly and evenly distributed on the outer side surface of the circular ring boss. The semi-circular notches are coaxially arranged with the corresponding bolt fixing connection holes on the housing cover of the second housing. Therefore, the bolt heads after installation are located within the semi-circular notches, which can also increase the stiffness of the circular ring boss.

[0081] In some embodiments, the pre-shifting device 2 has a second shifting mechanism, and the second shifting mechanism drives the second sliding sleeve 2.5 through a shifting fork.

[0082] Both the first shifting mechanism and the second shifting mechanism are pneumatic control valves, with smooth shifting and simple access methods. They can not only reduce the damage to the gears caused by the impact force but also make good use of the original vehicle's air source for shifting.

[0083] Its shift mechanism uses the 545-841H front and rear sub-top covers, which are significantly smaller in shape and further reduced in weight, but the working stroke and propulsion force remain unchanged, ensuring smooth and easy shifting.

[0084] The shift fork is made of 45# steel with precision forging, and the metal density is further enhanced to avoid serious consequences such as breakage due to excessive length of the shift fork.

[0085] When the speed ratio of the main reduction gearbox does not need to be changed, the shift fork drives the second sleeve 2.5 to move so that the second sleeve 2.5 is meshed with the second front gear 2.6, the second shaft 1.8 drives the second front gear 2.6 to rotate, the second front gear 2.6 drives the second sleeve 2.5 to rotate, and the second sleeve 2.5 drives the third shaft 2.1 to rotate; when the speed ratio of the main reduction gearbox needs to be changed, the shift fork drives the second sleeve 2.5 to move so that the second sleeve 2.5 is disengaged from the second front gear 2.6, and the second sleeve 2.5 is meshed with the second rear gear 2.2 The second shaft 1.8 drives the second front gear 2.6 to rotate, the second front gear 2.6 is meshed with the second transition front gear 2.4 and then drives the second transition rear gear 2.3 to rotate, the second transition rear gear 2.3 drives the second rear gear 2.2 to rotate, the second rear gear 2.2 drives the third shaft 2.1 to rotate through the second sleeve 2.5, the outer spline at the rear end of the third shaft 2.1 is meshed with the inner teeth of the input gear of the reduction box body, thereby changing the speed ratio of the main gearbox of the car to meet the driving requirements of the road.

[0086] In any of the above embodiments, the gearbox body 3 has 6-16 gear positions, and gear shifting is performed through the third gear shifting mechanism.

[0087] For example, the gearbox body of the gearbox is made of American Eaton technology, and its product model is any one of the double intermediate shafts.

[0088] In any of the above embodiments, the first shift mechanism and the second shift mechanism are of the same design.

[0089] In summary, the present application provides a gearbox for a beam transport vehicle, which integrates a reversing device 1, a front speed change device 2 and a gearbox body 3, wherein the reversing device 1 can be switched between the first front gear 1.5 and the first rear gear 1.2 by the first sleeve 1.3 following the shift fork to achieve the steering switch of the second shaft 1.8, so that the present invention has two modes of forward rotation and reverse rotation; the front speed change device 2 can be switched between the second front gear 2.6 and the second rear gear 2.2 by the second sleeve 2.5 following the shift fork to achieve the speed switch of the third shaft 2.1, so that the present invention has two modes of fast gear and slow gear, so that the beam transport vehicle has more gears during forward or reverse driving, and is suitable for driving requirements on different road surfaces by switching between fast gear and slow gear.

[0090] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention are within the scope of protection of the pending claims of the present invention.

Claims

1. A gearbox for a beam transporter, characterized in that, the gearbox comprises: a reversing device and a gearbox main body; the reversing device comprises: a first shaft, the first shaft is connected to an engine for power input; a first front gear, the first front gear has an inner gear ring and an outer gear ring, and the first shaft meshes with its inner gear ring through the outer teeth at the rear end; a first intermediate gear set, the first intermediate gear set comprises a first intermediate front gear and a first intermediate rear gear coaxially mounted on a first intermediate shaft; the first intermediate front gears of the two groups of first intermediate gear sets correspondingly mesh with the outer gear ring of the first front gear, and the first intermediate rear gears of the two groups of first intermediate gear sets respectively mesh with two idler gears; a first rear gear, the first rear gear has an inner gear ring and an outer gear ring, and is correspondingly arranged with the first front gear, and the two idler gears correspondingly mesh with the outer gear ring of the first rear gear; a second shaft, one end of the second shaft has a first sliding sleeve that can be adapted to the inner gear ring of the first front gear or the inner gear ring of the first rear gear, and the first sliding sleeve is toggled by a shift fork to switch between the first front gear and the first rear gear to achieve the steering switch of the second shaft; the gearbox main body comprises: an input shaft, the input shaft is connected to the second shaft; an output shaft, the output shaft extends out of the gearbox main body for power output; wherein, the gearbox main body has multiple gears for multi-gear switching; a pre-gear shifting device is arranged between the reversing device and the gearbox main body, and the pre-gear shifting device comprises: a second front gear, the second front gear has an inner gear ring and an outer gear ring, and the rear end of the second shaft meshes with its inner gear ring through the outer teeth; a second intermediate gear set, the second intermediate gear set comprises a second intermediate front gear and a second intermediate rear gear coaxially mounted on a second intermediate shaft; the second intermediate front gears of the two groups of second intermediate gear sets correspondingly mesh with the outer gear ring of the second front gear; a second rear gear, the second rear gear has an inner gear ring and an outer gear ring, and is correspondingly arranged with the second front gear, and the first intermediate rear gears of the two groups of first intermediate gear sets correspondingly mesh with the outer gear ring of the second rear gear; a third shaft, one end of the third shaft has a second sliding sleeve that can be adapted to the inner gear ring of the second front gear or the inner gear ring of the second rear gear, and the second sliding sleeve is toggled by a shift fork to switch between the second front gear and the second rear gear to achieve the speed switching of the third shaft; wherein, the input shaft of the gearbox is the third shaft; the reversing device has a first box body, the two idler gears are respectively pivotally connected to the first box body through idler shafts, and there is a gap between the first intermediate rear gear and the first rear gear; the reversing device has a first shifting mechanism, and the first shifting mechanism drives the first sliding sleeve through a shift fork.

2. The gearbox for a beam transporter according to claim 1, characterized in that, the two groups of first intermediate gear sets are symmetrically distributed on both sides of the second shaft; the two idler gears are symmetrically distributed on both sides of the second shaft.

3. The transmission for a beam transporter according to claim 1, characterized in that, the front transmission device has a second housing, and the first housing and the second housing are fixedly connected to the transmission main body by bolts.

4. The transmission for a beam transporter according to claim 3, characterized in that, a plurality of through holes are provided in the circumferential direction of the first housing or the second housing corresponding to the second shaft, and the through holes are used for lubricating oil to flow through.

5. The transmission for a beam transporter according to claim 1, characterized in that, the front transmission device has a second shifting mechanism, and the second shifting mechanism drives the second sliding sleeve through a shift fork.

6. The transmission for a beam transporter according to claim 5, characterized in that, both the first shifting mechanism and the second shifting mechanism are pneumatically controlled operation valves and have the same design.

7. The transmission for a beam transporter according to claim 1, characterized in that, the transmission main body has 6 - 16 gears and is shifted through a third shifting mechanism.

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