A differential gearbox structure and vehicle

Abstract

The present invention relates to a differential gearbox structure and a vehicle, which comprises: a shaft, on which a low-gear constant mesh gear is sleeved; a second shaft, on which a high-gear constant mesh gear, a reverse gear, a first gear gear, a second gear gear and a third gear gear are sleeved; an intermediate shaft, which is spaced apart from the first shaft, and the intermediate shaft is fixedly connected with a constant mesh intermediate gear and a gear intermediate gear; wherein the constant mesh intermediate gear meshes with the low-gear constant mesh gear, and the constant mesh intermediate gear meshes with the high-gear constant mesh gear; the reverse gear, the first gear gear, the second gear gear and the third gear gear all mesh with the gear intermediate gear; the first shaft can drive the low-gear constant mesh gear or the high-gear constant mesh gear to rotate. The present invention relates to a differential gearbox structure and a vehicle, which does not require a sub-box, and can reduce the size, weight and cost of the gearbox.

Description

Technical Field

[0001] The present invention relates to the field of automobile transmission speed change systems, and in particular to a differential gearbox structure and a vehicle. Background Art

[0002] At present, the automobile gearbox is a transmission device used to coordinate the engine speed and the actual driving speed of the wheels to bring out the best performance of the engine. The gearbox can produce different speed ratios between the engine and the wheels during the driving process of the car to achieve the transmission of different gear speeds.

[0003] There are two types of gearboxes: manual and automatic. Manual gearboxes are mainly composed of gears and shafts, and produce speed and torque changes through different gear combinations; while automatic gearboxes are composed of a torque converter, planetary gears and a hydraulic control system, and achieve the purpose of speed and torque changes through hydraulic transmission and gear combinations.

[0004] In the related art, an eight-speed AMT gearbox (Automated Manual Transmission) generally adopts a four-speed main box + NGW planetary sub-box (or double intermediate shaft sub-box) structure to form a 4×2 scheme. The power is input from one shaft, transmitted to the intermediate shaft through the frequently meshing gear pair, and then transmitted to the second shaft output through the gear gear pair; the sub-box has two gears: low gear and high gear. In high gear, the ring gear is engaged with the planetary carrier, and the sub-box speed ratio is 1; in low gear, the ring gear is fixed, and the power is output through the sun gear, planetary gear, and planetary carrier. Since the speed of the planetary carrier is the orbital speed, a large reduction ratio can be obtained.

[0005] However, this eight-speed AMT gearbox also requires a sub-box in addition to the main box. The sub-box has a complex structure with sun gear, planetary gear, planetary carrier, etc. and many parts, resulting in a large weight, large size and high cost for the modified gearbox.

[0006] Therefore, it is necessary to design a new differential gearbox structure and vehicle to overcome the above problems. Summary of the invention

[0007] The embodiments of the present invention provide a differential gearbox structure and a vehicle to solve the problem that in the related art, a gearbox needs to be provided with an auxiliary box in addition to a main box, and the auxiliary box is provided with a sun gear, a planetary gear, a planetary carrier and the like, which has a complex structure and many parts, resulting in a large weight, large size and high cost of the modified gearbox.

[0008] In a first aspect, a differential gearbox structure is provided, which includes: a shaft, on which a low-gear constant mesh gear is sleeved; a second shaft, on which a high-gear constant mesh gear, a reverse gear gear, a first gear gear, a second gear gear and a third gear gear are sleeved; an intermediate shaft, which is spaced apart from the first shaft and is fixedly connected with a constant mesh intermediate gear and a gear intermediate gear; wherein the constant mesh intermediate gear meshes with the low-gear constant mesh gear, and the constant mesh intermediate gear meshes with the high-gear constant mesh gear; the reverse gear, the first gear gear, the second gear gear and the third gear gear are all meshed with the gear intermediate gear; the first shaft can drive the low-gear constant mesh gear or the high-gear constant mesh gear to rotate.

[0009] In some embodiments, a synchronizer is installed on the one shaft, and the synchronizer is connected to the low-speed constant mesh gear or the high-speed constant mesh gear.

[0010] In some embodiments, a first engaging spline, a second engaging spline and a third engaging spline are installed on the two shafts; the first engaging spline is located between the reverse gear and the first gear gear, and the first engaging spline is connected to the reverse gear gear or the first gear gear; the second engaging spline is located between the second gear gear and the high gear constant mesh gear, and the second engaging spline is connected to the second gear gear or the high gear constant mesh gear; the third gear gear is connected to the third engaging spline.

[0011] In some embodiments, the differential gearbox structure also includes a housing, the first shaft is supported on the housing through a first bearing, the second shaft is supported on the housing through a second bearing, and the first shaft is connected to the second shaft through a third bearing; the low gear constant mesh gear, the high gear constant mesh gear, the reverse gear, the first gear gear and the second gear gear are located between the first bearing and the second bearing, and the third gear gear is located on the side of the second bearing away from the first bearing.

[0012] In some embodiments, the first gear gear is biased closer to the second bearing relative to the second gear gear and the reverse gear.

[0013] In some embodiments, the reverse gear is located between the second gear and the first gear.

[0014] In some embodiments, the second gear gear is located between the high gear constant mesh gear and the first gear gear.

[0015] In some embodiments, the differential gearbox structure also includes a housing, and the intermediate shaft is supported on the housing through a fourth bearing and a fifth bearing; the gear intermediate gears include a reverse gear intermediate gear, a first gear intermediate gear, a second gear intermediate gear and a third gear intermediate gear, and the reverse gear intermediate gear, the first gear intermediate gear, the second gear intermediate gear and the third gear intermediate gear are respectively meshed with the reverse gear, the first gear gear, the second gear gear and the third gear gear; the constantly meshed intermediate gear, the reverse gear intermediate gear, the first gear intermediate gear and the second gear intermediate gear are all located between the fourth bearing and the fifth bearing; the third gear intermediate gear is located on the side of the fifth bearing away from the fourth bearing.

[0016] In some embodiments, the intermediate shaft is further equipped with a brake, and the brake is arranged on a side of the fourth bearing away from the fifth bearing.

[0017] In a second aspect, a vehicle is provided, which includes the above-mentioned differential gearbox structure.

[0018] The beneficial effects brought about by the technical solution provided by the present invention include:

[0019] An embodiment of the present invention provides a differential gearbox structure and a vehicle. Since a low-gear constant mesh gear and a high-gear constant mesh gear are provided, one shaft can selectively drive the low-gear constant mesh gear or the high-gear constant mesh gear to rotate, and the low-gear constant mesh gear or the high-gear constant mesh gear can drive the intermediate shaft to rotate, and then the intermediate shaft can drive the reverse gear, the first gear gear, the second gear gear and the third gear gear to rotate, and then the reverse gear, the first gear gear, the second gear gear or the third gear gear can drive the two shafts to rotate, so that power is transmitted from the one shaft to the two shafts for output via the intermediate shaft, thereby realizing a 2×4 8-speed AMT gearbox structure without the need to provide a sub-box, which can reduce the size of the gearbox, reduce weight and cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0021] Figure 1 A schematic diagram of a differential gearbox structure provided by an embodiment of the present invention.

[0022] In the figure:

[0023] 1. One shaft; 11. Low-speed constant mesh gear; 12. Synchronizer;

[0024] 2. Second shaft; 21. High gear constant meshing gear; 22. Reverse gear; 23. First gear; 24. Second gear; 25. Third gear; 26. First engagement spline; 27. Second engagement spline; 28. Third engagement spline;

[0025] 3. Intermediate shaft; 31. Constant meshing intermediate gear; 311. Low gear intermediate gear; 312. High gear intermediate gear; 32. Gear intermediate gear; 321. Reverse gear intermediate gear; 322. First gear intermediate gear; 323. Second gear intermediate gear; 324. Third gear intermediate gear; 33. Fourth bearing; 34. Fifth bearing;

[0026] 4. First bearing; 5. Second bearing; 6. Third bearing; 7. Brake; 8. Idle shaft; 9. Reverse idler. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] An embodiment of the present invention provides a differential gearbox structure, which can solve the problem in related technologies that a gearbox needs to be provided with an auxiliary box in addition to a main box, and the auxiliary box is provided with a sun gear, planetary gears, planetary carrier and other complex structures and many parts, resulting in a large weight, large size and high cost of the modified gearbox.

[0029] See also Figure 1As shown, a differential gearbox structure provided by an embodiment of the present invention may include: a first shaft 1, on which a low-speed constant meshing gear 11 is sleeved, wherein the low-speed constant meshing gear 11 is sleeved on the first shaft 1; a second shaft 2, on which a high-speed constant meshing gear 21, a reverse gear 22, a first gear gear 23, a second gear gear 24 and a third gear gear 25 are sleeved, that is, the high-speed constant meshing gear 21, the reverse gear 22, the first gear gear 23, the second gear gear 24 and the third gear gear 25 are sleeved on the second shaft 2; and an intermediate shaft 3, which is spaced apart from the first shaft 1. In this embodiment, the intermediate shaft 3 is parallel to the first shaft 1 and the second shaft 2; and the intermediate shaft 3 is fixedly connected with the constant meshing intermediate gear 31 and the gear center gear 25. The intermediate gear 32, namely the constant meshing intermediate gear 31 and the gear intermediate gear 32 are both fixed on the intermediate shaft 3. When the constant meshing intermediate gear 31 rotates, the constant meshing intermediate gear 31 can drive the intermediate shaft 3 to rotate synchronously. When the intermediate shaft 3 rotates, the intermediate shaft 3 can drive the gear intermediate gear 32 to rotate synchronously. The constant meshing intermediate gear 31 is meshed with the low gear constant meshing gear 11, and the constant meshing intermediate gear 31 is meshed with the high gear constant meshing gear 21. The reverse gear 22, the first gear gear 23, the second gear gear 24 and the third gear gear 25 are all meshed with the gear intermediate gear 32. The first shaft 1 can drive the low gear constant meshing gear 11 or the high gear constant meshing gear 21 to rotate.

[0030] When the first shaft 1 drives the low gear constant mesh gear 11 or the high gear constant mesh gear 21 to rotate, the low gear constant mesh gear 11 or the high gear constant mesh gear 21 can drive the intermediate shaft 3 to rotate through the constant mesh intermediate gear 31. At the same time, the intermediate shaft 3 will drive the gear intermediate gear 32 to rotate synchronously, and then the gear intermediate gear 32 drives the reverse gear 22, the first gear gear 23, the second gear gear 24 and the third gear gear 25 to rotate. The reverse gear 22, the first gear gear 23, the second gear gear 24 or the third gear gear 25 sleeved on the second shaft 2 can drive the second shaft 2 to rotate. The engine power is input from the first shaft 1, and the power is transmitted from the first shaft 1 to the second shaft 2 through the intermediate shaft 3 for output, realizing a 2×4 8-speed AMT gearbox structure, and 8-speed shifting can be achieved without setting up a sub-box, which can reduce the size and number of parts of the gearbox, reduce weight and cost.

[0031] In some embodiments, see Figure 1As shown, a synchronizer 12 may be installed on the shaft 1, and the synchronizer 12 is located between the low-gear constant mesh gear 11 and the high-gear constant mesh gear 21. The synchronizer 12 may selectively connect to the low-gear constant mesh gear 11 or the high-gear constant mesh gear 21. When the synchronizer 12 is connected to the low-gear constant mesh gear 11, the shaft 1 may drive the low-gear constant mesh gear 11 to rotate, and when the synchronizer 12 is connected to the high-gear constant mesh gear 21, the shaft 1 may drive the high-gear constant mesh gear 21 to rotate, so that the connection between the low-gear constant mesh gear 11, the high-gear constant mesh gear 21 and the shaft 1 is switched through the synchronizer 12, and the engine speed regulation and the brake 7 speed regulation are not required, and the gear shifting is fast and the control is convenient.

[0032] For further information, see Figure 1 As shown, in some optional embodiments, the second shaft 2 may be installed with a first engaging spline 26, a second engaging spline 27 and a third engaging spline 28, and the first engaging spline 26, the second engaging spline 27 and the third engaging spline 28 are arranged at intervals with each other; the first engaging spline 26 is located between the reverse gear 22 and the first gear gear 23, and the first engaging spline 26 is connected to the reverse gear 22 or the first gear gear 23, when the first engaging spline 26 is connected to the reverse gear 22, the reverse gear 22 can drive the second shaft 2 to rotate, and when the first engaging spline 26 is connected to the first gear gear 23, the first gear gear 23 can drive the second shaft 2 to rotate; the second engaging spline 27 is located between the reverse gear 22 and the first gear gear 23, and the first engaging spline 26 is connected to the first gear gear 23. The second gear gear 24 is connected to the high gear constant mesh gear 21, and the second engagement spline 27 is connected to the second gear gear 24 or the high gear constant mesh gear 21. When the second engagement spline 27 is connected to the second gear gear 24, the second gear gear 24 can drive the second shaft 2 to rotate. When the second engagement spline 27 is connected to the high gear constant mesh gear 21, the high gear constant mesh gear 21 can drive the second shaft 2 to rotate. The third gear gear 25 is connected to the third engagement spline 28. It can be understood here that when the third engagement spline 28 is connected to the third gear gear 25, the third gear gear 25 can drive the second shaft 2 to rotate. When the third engagement spline 28 is separated from the third gear gear 25, the third gear gear 25 will not drive the second shaft 2 to rotate. In this embodiment, by switching the first engaging spline 26, the second engaging spline 27 and the third engaging spline 28, the high gear constant mesh gear 21, the reverse gear 22, the first gear gear 23, the second gear gear 24 or the third gear gear 25 can be connected to the second shaft 2 separately, and the gear shifting is fast.

[0033] See also Figure 1As shown, in some optional embodiments, the differential gearbox structure may further include a housing, the first shaft 1 is supported on the housing through a first bearing 4, the second shaft 2 is supported on the housing through a second bearing 5, and the first shaft 1 is connected to the second shaft 2 through a third bearing 6, and the first shaft 1 and the second shaft 2 are preferably coaxially arranged; the low gear constant mesh gear 11, the high gear constant mesh gear 21, the reverse gear 22, the first gear gear 23 and the second gear gear 24 are located between the first bearing 4 and the second bearing 5, and the third gear gear 25 is arranged on the second bearing 5 A side away from the first bearing 4; that is, the low-speed constant mesh gear 11, the high-speed constant mesh gear 21, the reverse gear 22, the first gear gear 23 and the second gear gear 24 are located on the inner side of the bearing, and the third gear gear 25 is cantilevered and installed on the outer side of the bearing. Since the large length between the first bearing 4 and the second bearing 5 will lead to poor stiffness and large deformation, cantilevering the third gear 25 on the outer side of the bearing can reduce the span between the first bearing 4 and the second bearing 5, improve the rigidity of the gearbox and the strength of the gears and bearings, effectively reduce the deformation of the gearbox, improve the strength, and reduce the transmission noise.

[0034] Furthermore, relative to the second gear 24 and the reverse gear 22, the first gear 23 is biased towards the second bearing 5. Since the first gear 23 has a large torque, the first gear 23 is arranged at a position close to the second bearing 5. The second bearing 5 can be supported on the housing, which is beneficial to improving the overall rigidity of the gearbox.

[0035] Furthermore, the reverse gear 22 may be located between the second gear 24 and the first gear 23. Since the torque of the reverse gear 22 is greater than that of the second gear 24, the reverse gear 22 is arranged at a position close to the first gear 23, and the reverse gear 22 is also close to the second bearing 5, while the second gear 24 with relatively small torque is away from the second bearing 5. Such arrangement is conducive to further improving the rigidity.

[0036] Preferably, see Figure 1As shown, the second gear 24 is located between the high gear constant mesh gear 21 and the first gear 23. Since the synchronizer 12 is engaged with the low gear constant mesh gear 11, the first gear can be realized when the first engagement spline 26 is engaged with the first gear 23, and the synchronizer 12 is engaged with the high gear constant mesh gear 21, and the first engagement spline 26 is engaged with the first gear 23, and the second gear can be realized when the synchronizer 12 is engaged with the low gear constant mesh gear 11, and the second engagement spline 27 is engaged with the second gear 24, and the fourth gear can be realized when the synchronizer 12 is engaged with the high gear constant mesh gear 21, and the second engagement spline 27 is engaged with the second gear 24; the synchronizer 12 is engaged with the low gear constant mesh gear 11, and the second engagement spline 27 is engaged with the high gear constant mesh gear 21, and the fifth gear can be realized when the synchronizer 12 is engaged with the low gear constant mesh gear 11, and the second engagement spline 27 is engaged with the high gear constant mesh gear 21; the first gear 23, the second gear 24, and the high gear constant mesh gear 21 are arranged in sequence, which can meet the general shifting sequence requirements.

[0037] Further, the intermediate shaft 3 can be supported on the housing by a fourth bearing 33 and a fifth bearing 34, and the fourth bearing 33 and the fifth bearing 34 are arranged at intervals; the gear intermediate gear 32 includes a reverse gear intermediate gear 321, a first gear intermediate gear 322, a second gear intermediate gear 323 and a third gear intermediate gear 324 arranged at intervals, and the reverse gear intermediate gear 321, the first gear intermediate gear 322, the second gear intermediate gear 323 and the third gear intermediate gear 324 are respectively meshed with the reverse gear 22, the first gear gear 23, the second gear gear 24 and the third gear gear 25, so that When the intermediate shaft 3 rotates, the intermediate shaft 3 drives the reverse gear 22, the first gear 23, the second gear 24 and the third gear 25 to rotate respectively through the reverse gear intermediate gear 321, the first gear intermediate gear 322, the second gear intermediate gear 323 and the third gear intermediate gear 324; the constantly meshed intermediate gear 31, the reverse gear intermediate gear 321, the first gear intermediate gear 322 and the second gear intermediate gear 323 are all located between the fourth bearing 33 and the fifth bearing 34; the third gear intermediate gear 324 can be located on the side of the fifth bearing 34 away from the fourth bearing 33. In this embodiment, the third gear intermediate gear 324 is cantilevered and installed on the outer side of the bearing, which can reduce the span between the fourth bearing 33 and the fifth bearing 34, further reduce the deformation of the gearbox, and reduce the transmission noise.

[0038] Of course, in other embodiments, the gear intermediate gear 32 may also be an integral gear, and different radii are set along the axial direction of the intermediate shaft 3 to mesh with the reverse gear 22, the first gear gear 23, the second gear gear 24 and the third gear gear 25 respectively.

[0039] Furthermore, the differential gearbox structure may further include an idler shaft 8 , on which a reverse idler gear 9 is loosely mounted, and the reverse idler gear 9 is meshed with the reverse intermediate gear 321 .

[0040] Preferably, see Figure 1 As shown, the intermediate shaft 3 may also be equipped with a brake 7, and the brake 7 is arranged on the side of the fourth bearing 33 away from the fifth bearing 34. Since the reverse gear 22, the first gear gear 23, the second gear gear 24 and the third gear gear 25 are not in rotation with the second shaft 2, the brake 7 can be arranged to reduce the rotation speed of the intermediate shaft 3, adjust the speed of the intermediate shaft 3 to be consistent, and ensure smooth gear shifting; and the engine can increase the rotation speed of the intermediate shaft 3 to ensure smooth gear shifting.

[0041] Furthermore, in the present embodiment, the constantly meshing intermediate gear 31 may include a low-speed intermediate gear 311 and a high-speed intermediate gear 312. The low-speed intermediate gear 311 and the high-speed intermediate gear 312 are arranged at intervals. The low-speed intermediate gear 311 meshes with the low-speed constantly meshing gear 11, and the high-speed intermediate gear 312 meshes with the high-speed constantly meshing gear 21. Of course, in other embodiments, the constantly meshing intermediate gear 31 may also be an integral gear, and different radii are arranged along the axial direction of the intermediate shaft 3 to mesh with the low-speed constantly meshing gear 11 and the high-speed constantly meshing gear 21, respectively.

[0042] The implementation methods of the eight-speed shifting provided in the embodiments of the present application are as follows:

[0043] 1) The synchronizer 12 is engaged with the low gear constant mesh gear 11, and the first engagement spline 26 is engaged with the reverse gear 22 to achieve reverse gear.

[0044] 2) The synchronizer 12 is engaged with the low-speed constant mesh gear 11, and the first engagement spline 26 is engaged with the first-speed gear 23 to realize the first gear.

[0045] 3) The synchronizer 12 is engaged with the high-speed constant meshing gear 21, and the first engagement spline 26 is engaged with the first-speed gear 23 to realize the second gear.

[0046] 4) The synchronizer 12 is engaged with the low-speed constant mesh gear 11, and the second engagement spline 27 is engaged with the second-speed gear 24 to achieve the third gear.

[0047] 5) The synchronizer 12 is engaged with the high-speed constant mesh gear 21, and the second engagement spline 27 is engaged with the second-speed gear 24 to achieve the fourth gear.

[0048] 6) The synchronizer 12 is engaged with the low-speed constant mesh gear 11, and the second engagement spline 27 is engaged with the high-speed constant mesh gear 21 to achieve the fifth gear. At this time, the high-speed constant mesh gear 21 serves as the gear position.

[0049] 7) The synchronizer 12 is engaged with the low-speed constant mesh gear 11, and the third engagement spline 28 is engaged with the third-speed gear 25 to achieve the sixth gear.

[0050] 8) The synchronizer 12 engages with the high-speed constant mesh gear 21, and the second engagement spline 27 engages with the high-speed constant mesh gear 21 to achieve the seventh gear. At this time, the high-speed constant mesh gear 21 serves as both a constant mesh gear and a gear gear to achieve direct gear output with a speed ratio of 1.

[0051] 9) The synchronizer 12 is engaged with the high-speed constant mesh gear 21, and the third engagement spline 28 is engaged with the third-speed gear 25 to achieve the eighth gear.

[0052] It can be seen from the gear transmission path that the switching between the first gear and the second gear, and the third gear and the fourth gear only requires the action of the synchronizer 12. Since the rotational inertia of the first shaft 1 is small, the synchronizer 12 can shift gears quickly, and the engine speed regulation and the brake 7 speed regulation are not required to shift gears quickly. The switching between the fifth gear and the sixth gear, and the seventh gear and the eighth gear only requires the connection of the second shaft 2 to be switched from the high-speed constant meshing gear 21 to the third-speed gear 25. The synchronizer 12 does not need to be actuated, and the gear shifting is fast.

[0053] The fifth, sixth, seventh and eighth gears adopt differential shifting arrangement to ensure that the speed ratio meets the geometric distribution, which can meet the needs of AMT fast shifting. The 2×4 structure of this application has no auxiliary box, compact structure, easy installation, small number of parts and low cost. In order to reduce the deformation of the gearbox, the third gear 25 with small output torque and the third gear intermediate gear 324 are cantilevered and installed on the outside of the bearing, which effectively reduces the deformation of the system, improves the strength and reduces the transmission noise.

[0054] In the related art, the auxiliary box structure has to switch the gear connection every time a gear is changed. Since the gear gear has a large moment of inertia and the shifting time is long, the gear gear and the auxiliary box synchronizer must be switched when switching between the fourth and fifth gears. In particular, the auxiliary box synchronizer has a larger moment of inertia, resulting in a large shifting shock and low component reliability. For AMT, it is easy to cause gear shifting frustration and control difficulty. The auxiliary box structure in the related art is complex, with many parts, heavy weight, large size, and high cost.

[0055] An embodiment of the present invention further provides a vehicle, which may include the differential gearbox structure provided in any of the above embodiments.

[0056] In the description of the present invention, it should be noted that the terms "upper", "lower", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as a limitation on the present invention. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0057] It should be noted that, in the present invention, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0058] The foregoing is merely a specific embodiment of the present invention, which enables those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A differential gearbox structure, characterized in that: It includes: A shaft (1), wherein a low-speed constant meshing gear (11) is sleeved on the shaft (1); Two shafts (2), the two shafts (2) being sleeved with a high-speed constant meshing gear (21), a reverse gear (22), a first-speed gear (23), a second-speed gear (24) and a third-speed gear (25); An intermediate shaft (3) is arranged at a distance from the first shaft (1), and the intermediate shaft (3) is fixedly connected with a constantly meshing intermediate gear (31) and a gear intermediate gear (32); wherein the constantly meshing intermediate gear (31) meshes with the low-speed constantly meshing gear (11), and the constantly meshing intermediate gear (31) meshes with the high-speed constantly meshing gear (21); The reverse gear (22), the first gear gear (23), the second gear gear (24) and the third gear gear (25) are all meshed with the gear intermediate gear (32); the first shaft (1) can drive the low gear constant meshing gear (11) or the high gear constant meshing gear (21) to rotate; The differential gearbox structure further comprises a housing, wherein the first shaft (1) is supported on the housing via a first bearing (4), the second shaft (2) is supported on the housing via a second bearing (5), and the first shaft (1) and the second shaft (2) are connected via a third bearing (6); The low gear constant mesh gear (11), the high gear constant mesh gear (21), the reverse gear (22), the first gear gear (23) and the second gear gear (24) are located between the first bearing (4) and the second bearing (5), and the third gear gear (25) is arranged on a side of the second bearing (5) away from the first bearing (4); Relative to the second gear (24) and the reverse gear (22), the first gear (23) is biased towards the second bearing (5); The reverse gear (22) is located between the second gear (24) and the first gear (23); The intermediate shaft (3) is supported on the housing via a fourth bearing (33) and a fifth bearing (34); The gear intermediate gear (32) comprises a reverse gear intermediate gear (321), a first gear intermediate gear (322), a second gear intermediate gear (323) and a third gear intermediate gear (324); the reverse gear intermediate gear (321), the first gear intermediate gear (322), the second gear intermediate gear (323) and the third gear intermediate gear (324) respectively mesh with the reverse gear (22), the first gear gear (23), the second gear gear (24) and the third gear gear (25); The constantly meshed intermediate gear (31), the reverse gear intermediate gear (321), the first gear intermediate gear (322) and the second gear intermediate gear (323) are all located between the fourth bearing (33) and the fifth bearing (34); The third-speed intermediate gear (324) is located on a side of the fifth bearing (34) away from the fourth bearing (33).

2. The differential gearbox structure according to claim 1, characterized in that: A synchronizer (12) is installed on the shaft (1), and the synchronizer (12) is connected to the low-speed constant meshing gear (11) or the high-speed constant meshing gear (21).

3. The differential gearbox structure according to claim 1, characterized in that: The two shafts (2) are provided with a first engaging spline (26), a second engaging spline (27) and a third engaging spline (28); The first engagement spline (26) is located between the reverse gear (22) and the first gear (23), and the first engagement spline (26) is connected to the reverse gear (22) or the first gear (23); The second engagement spline (27) is located between the second gear (24) and the high gear constant meshing gear (21), and the second engagement spline (27) is connected to the second gear (24) or the high gear constant meshing gear (21); the third gear (25) is connected to the third engagement spline (28).

4. The differential gearbox structure according to claim 1, characterized in that: The second gear (24) is located between the high gear constant meshing gear (21) and the first gear (23).

5. The differential gearbox structure according to claim 1, characterized in that: The intermediate shaft (3) is also equipped with a brake (7), and the brake (7) is arranged on a side of the fourth bearing (33) away from the fifth bearing (34).

6. A vehicle, characterized in that: It comprises a differential gearbox structure as described in any one of claims 1-5.

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