An agricultural single-rail transport vehicle with multi-stage variable speed and direction change

Abstract

The present invention discloses an agricultural monorail transport vehicle with multi-stage speed change and direction change, which relates to the field of agricultural implements and includes an engine, a clutch device connected to the output end of the engine, and a speed change mechanism and a direction change mechanism that are drivingly connected to the output end of the clutch device. It is to solve the problem that when the existing monorail transport vehicle changes speed or direction, the vehicle needs to stop completely, resulting in a waste of a large amount of time.

Description

Technical Field

[0001] The present invention relates to the field of agricultural implements, and in particular, to an agricultural monorail transport vehicle with multi-stage speed change and direction change. Background Art

[0002] Currently, during the picking and transportation of some fruits and vegetables, manual carrying is mainly used for transportation. However, with the increasing domestic labor cost, this low-efficiency and high-cost transportation method can no longer meet the requirements of most forestry and fruit orchards. If tracks can be laid in forestry and fruit orchards and fruits and vegetables are transported through the tracks and monorail transport vehicles, the cost will be greatly reduced and the work efficiency will be improved.

[0003] During the use of a monorail transport vehicle, it is necessary to change the speed, move forward or backward of the monorail transport vehicle according to the load, track gradient, and work efficiency. The existing speed change and direction change methods of monorail transport vehicles all require the vehicle to stop, and then the device can be operated to change the speed or direction. Finally, the engine needs to be restarted to continue working, wasting a lot of time. The clutches of existing automobiles, etc., are too costly and have a complex structure, which is not suitable for use in monorail transport vehicles. Summary of the Invention

[0004] The present invention provides an agricultural monorail transport vehicle with multi-stage speed change and direction change to solve the problem that the existing monorail transport vehicle needs to completely stop when changing speed or direction, resulting in a waste of a large amount of time.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] An agricultural monorail transport vehicle with multi-stage speed change and direction change includes an engine, a clutch device connected to the output end of the engine, and a speed change mechanism and a direction change mechanism that are drivingly connected to the output end of the clutch device.

[0007] Since the existing monorail transport vehicle needs to completely stop when changing speed or direction, and then operate the corresponding mechanism to change speed or direction, wasting a lot of time and energy. The present invention adds a clutch device after the engine and before the speed change mechanism and the direction change mechanism, so that when the monorail transport vehicle needs to change speed or direction, the speed change mechanism and the direction change mechanism are temporarily disengaged from the engine. After completing the corresponding speed change or direction change operation, the speed change mechanism and the direction change mechanism are engaged with the engine again, completing the speed change or direction change operation without stopping the vehicle, saving time.

[0008] Further, the clutch device includes a housing, an input shaft drivingly connected to the output end of the engine, an output shaft for outputting power, a reduction gear and an input gear fixedly mounted on the input shaft, a clutch gear key-connected to the output shaft and meshing with the input gear, and a telescopic assembly fixedly mounted on the housing for disengaging or engaging the clutch gear with the input gear.

[0009] The input shaft and the output shaft of the clutch device are connected by the meshing of the input gear and the clutch gear to transmit the kinetic energy of the engine. The reduction gear is used to decelerate the input shaft to facilitate the disengagement and engagement between the clutch gear and the input gear. The telescopic assembly is the power device of the clutch device, providing a telescopic force for the disengagement and engagement between the clutch gear and the input gear.

[0010] Further, the telescopic assembly includes a telescopic device and a hollow box body fixedly connected to the telescopic device. The hollow box body includes a bottom plate fixedly connected to the telescopic device, a first reduction plate, a second reduction plate and a side plate located inside the hollow box body. The bottom plate, the first reduction plate and the second reduction plate are all provided with first through holes for inserting the output shaft. The side plate is provided with a second through hole for the clutch gear to pass through. The structure through which the axis of the output shaft passes is, in sequence from the output end of the clutch device to the other end, one side of the housing, the telescopic device, the bottom plate, the first reduction plate, the clutch gear, the second reduction plate, the reduction gear and the other side of the housing.

[0011] When the existing gear transmission mechanism is running, in the case of relatively high speed, it is difficult to break the meshing state between the gears along the axial direction of the gears, so the gears cannot be separated. Similarly, it is also difficult to make two gears in a separated state mesh again. To solve this problem, the present invention adds a first reduction plate and a second reduction plate in the clutch device to decelerate the monorail transport vehicle, facilitating the separation and engagement of the clutch gear and the input gear.

[0012] The working principle of the clutch device is as follows: Before the monorail transport vehicle needs to change speed or direction, operate the telescopic device to extend, driving the hollow box body to move. First, the first reduction plate gradually contacts the clutch gear and generates friction with the clutch gear, decelerating the clutch gear. Then the telescopic device continues to extend, and the second reduction plate contacts the reduction gear and generates friction to decelerate the reduction gear. At the same time, the clutch gear and the input gear are gradually displaced until they are disengaged. Then operate the speed change mechanism or the direction change mechanism to complete the speed change or direction change operation. After completion, control the telescopic device to shorten. The second reduction plate pulls the clutch gear to re-engage with the input gear and still contacts the clutch gear and decelerates it. Finally, after the clutch gear is reset, control the telescopic device to extend appropriately so that both the first reduction plate and the second reduction plate are not in contact with the clutch gear and the reduction gear, completing the clutch operation.

[0013] Further, a first deceleration piece is fixed to one side of the first deceleration plate facing the clutch gear, and second deceleration pieces are fixed to both sides of the second deceleration plate.

[0014] The first deceleration piece and the second deceleration pieces are used to increase the frictional force, so that the clutch device can provide a greater frictional force when completing the clutch operation, facilitating the completion of the clutch operation.

[0015] Further, the second deceleration piece is made of an elastic material.

[0016] The second deceleration piece has the ability of certain elastic deformation, which can not only further increase the frictional force, but also increase the thickness of the second deceleration piece. When the first deceleration piece decelerates by friction with the clutch gear, the second deceleration piece also decelerates by friction with the deceleration wheel. Then the telescopic device continues to push the clutch gear forward, and the clutch gear disengages from the input gear, and the frictional force suddenly decreases. However, at this time, the second deceleration piece deforms to increase the friction, compensating for the speed change caused by the sudden decrease in the frictional force, making the clutch operation smoother.

[0017] Further, the width of the second deceleration plate is greater than the diameter of the clutch gear.

[0018] During the process of the clutch device making the clutch gear re-engage with the input gear, the part of the second deceleration plate that is greater than the diameter of the clutch gear can contact the input gear to position the clutch gear and make it fully engage with the input gear.

[0019] Further, the speed change mechanism includes a plurality of speed change gears fixed on the output shaft, an output gear set for meshing with the speed change gears, a shifting device for changing the position of the output gear set, and a speed change and reversing shaft key-connected to the output gear set. A plurality of first output gears in the output gear set are matched with the plurality of speed change gears one by one, and the number of teeth of any two of the speed change gears is not equal.

[0020] The speed change principle of the speed change mechanism: operate the shifting device to change the position of the output gear set on the speed change and reversing shaft, so that the output gear set meshes with speed change gears with different numbers of teeth, changing the transmission ratio, thereby changing the speed of the monorail transport vehicle.

[0021] Further, the reversing mechanism includes a direction-changing gear key-connected to the speed change and reversing shaft, a reversing device connected to the direction-changing gear, a second output gear, and a direction-changing shaft meshing with the second output gear. The direction-changing gear meshes with the second output gear or the direction-changing shaft.

[0022] Forward rotation of the changing mechanism: operate the reversing device to make the changing gear engage with the changing shaft, and the changing shaft engage with the second output gear, so as to realize the forward rotation of the changing mechanism; reverse rotation: operate the reversing device to make the changing gear move on the speed changing reversing shaft and engage with the second output gear. Compared with the forward rotation, the changing shaft is reduced, so the overall rotation direction becomes reverse rotation.

[0023] Furthermore, the shifting device includes a first base and a first operating rod connected to the output gear group, the reversing device includes a second base and a second operating rod connected to the direction-changing gear, the first operating rod is used to translate the output gear group with the first base as a lever fulcrum, and the second operating rod is used to translate the direction-changing gear with the second base as a lever fulcrum.

[0024] The gear shifting device and the reversing device both use a simple lever principle to achieve the speed change and reversing operations of the monorail transport vehicle, and have a simple structure and are easy to operate.

[0025] Furthermore, the first operating rod and the second operating rod both include a handle means, the first base and the second base are both provided with a plurality of limiting grooves and at least three traction devices connected to the handle means, the opening directions of the plurality of limiting grooves are the same and there are angles between the limiting grooves and the vertical direction, a first traction device is fixed in the opening direction of the limiting groove, a second traction device is fixed away from the opening direction of the limiting groove, and a third traction device is fixed above the limiting groove, the first traction device is used to provide the handle means with a force toward the opening direction of the limiting groove, the second traction device is used to provide the handle means with a force away from the opening direction of the limiting groove, and the third traction device is used to provide the handle means with a force toward the top of the limiting groove.

[0026] Most of the existing monorail transport vehicles are manually controlled, so an operator must follow the vehicle when it is running, which not only wastes manpower but also increases safety hazards. In order to solve these problems, the present invention uses a traction device in conjunction with the structure of the base to achieve automatic control, which can be remotely controlled, freeing up manpower while also reducing safety hazards.

[0027] The limiting groove on the first base corresponds to the different speed gears of the shifting device, and the limiting groove on the second base corresponds to the forward and reverse gears of the reversing device. When speed change or reversing is required, the traction device controls the operating lever to move at the corresponding gear, thereby completing the remote automatic control of speed change or reversing;

[0028] The first traction device provides a force F1 for the handle member toward the opening direction of the limiting groove, the second traction device provides a force F2 for the handle member away from the opening direction of the limiting groove, and the third traction device provides a force F3 for the handle member toward the upper side of the limiting groove;

[0029] The principle of the operating rod moving along the opening direction of the limiting groove is: the second traction device always applies F2, F3 is zero, and F1 is greater than F2. At this time, the handle moves along the groove wall of the limiting groove toward the first traction device. When it moves to the limiting groove of the corresponding gear, F1 becomes zero. Under the action of F2, the handle has a tendency to move toward the second traction device, but due to the limitation of the limiting groove, the handle is limited in the limiting groove of the corresponding gear to complete the operation;

[0030] The principle of the operating rod moving away from the opening direction of the limiting groove: the second traction device always applies F2, F2 is zero, F3 is less than F2, and since the third traction device is above the limiting groove, the handle moves upward under the action of F3. When the handle is separated from the groove wall of the limiting groove, since F3 is less than F2, the handle will move toward the direction of the second traction device and be captured by the groove wall of another limiting groove, while gradually reducing F3 to zero to complete the operation.

[0031] One or more technical solutions provided by the present invention have at least the following technical effects or advantages:

[0032] (1) The present invention installs a clutch device at the engine output end of the monorail transport vehicle, thereby completing the gear shifting and direction change operations without stopping the vehicle, thus saving time;

[0033] (2) By combining a simple telescopic device with a hollow box, the deceleration of the device and the operation of separating the output shaft from the engine are achieved, which has a simple structure, is easy to operate, and has low cost;

[0034] (3) The monorail transport vehicle can be shifted and changed direction by a simple shifting mechanism and a direction-changing mechanism, which has a simple structure and is easy to operate;

[0035] (4) Through the coordination of the base structure and the traction device, the automatic control of the shift mechanism and the direction-changing mechanism is realized, so that the user can remotely control and free up manpower. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The drawings described herein are used to provide a further understanding of the embodiments of the present invention, constitute a part of the present invention, and do not constitute a limitation on the embodiments of the present invention;

[0037] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0038] Figure 2 is a cross-sectional view of the clutch device of the present invention;

[0039] Figure 3 is a schematic structural view of the hollow box body in the present invention;

[0040] Figure 4 is a schematic structural view of the speed change mechanism, the reversing mechanism and their transmission gears in the present invention;

[0041] Figure 5 is a front view of the base structure in the present invention;

[0042] Among them, 1 - engine, 2 - clutch device, 3 - speed change mechanism, 4 - reversing mechanism, 5 - housing, 6 - input shaft, 7 - output shaft, 8 - reduction wheel, 9 - input gear, 10 - clutch gear, 11 - telescopic assembly, 12 - bottom plate, 13 - first reduction plate, 14 - second reduction plate, 15 - side plate, 16 - first through hole, 17 - second through hole, 18 - first reduction piece, 19 - second reduction piece, 20 - speed change gear, 21 - output gear set, 22 - shifting device, 23 - speed change and reversing shaft, 24 - reversing gear, 25 - reversing device, 26 - second output gear, 27 - reversing shaft, 28 - handle part, 29 - first base, 30 - limit groove, 31 - first traction device, 32 - second traction device, 33 - third traction device. Detailed implementation manners

[0043] In order to more clearly understand the above - mentioned objects, features and advantages of the present invention, the present invention will be further described in detail below with reference to the drawings and specific implementation manners. It should be noted that, without conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0044] In the following description, many specific details are set forth to fully understand the present invention. However, the present invention can also be implemented in other ways different from those described within the scope here. Therefore, the protection scope of the present invention is not limited by the specific embodiments disclosed below.

[0045] Please refer to Figures 1-5 , this embodiment provides a multi - stage speed change and reversing agricultural single - rail transport vehicle, including an engine 1, and further including a clutch device 2 connected to the output end of the engine 1, and a speed change mechanism 3 and a reversing mechanism 4 that are in transmission connection with the output end of the clutch device 2.

[0046] The engine 1 can be a gasoline engine or a diesel engine, etc. The connection mode between the clutch device 2 and the output end of the engine 1 can be gear connection or belt connection. Preferably, it is belt connection. The transmission connection between the output end of the clutch device 2 and the speed change mechanism 3 and the reversing mechanism 4 is gear transmission.

[0047] In a more preferred embodiment, as Figure 2As shown, the clutch device 2 includes a housing 5, an input shaft 6 drivingly connected to the output end of the engine 1, an output shaft 7 for outputting power, a reduction gear 8 and an input gear 9 fixedly mounted on the input shaft 6, a clutch gear 10 key-connected to the output shaft 7 and meshing with the input gear 9, and a telescopic assembly 11 fixedly mounted on the housing 5 for disengaging or engaging the clutch gear 10 with the input gear 9.

[0048] Among them, the housing 5 serves to protect and support the telescopic assembly 11, and corresponding through holes are provided according to the positions where the input shaft 6 and the output shaft 7 pass through. The transmission mode between the output end of the engine 1 and the input shaft 6 can be gear connection or belt connection, etc. Preferably, it is a belt connection. The reduction gear 8 and the input shaft 6 can be connected by welding or key connection, etc. Preferably, it is welding, which has stronger axial positioning ability. The input gear 9 and the input shaft 6 can be connected by welding or key connection, etc. Preferably, it is a key connection, which has better axial positioning ability. The tooth number ratio between the clutch gear 10 and the input gear 9 can be arbitrary. For the convenience of speed control, preferably, the tooth numbers of the clutch gear 10 and the input gear 9 are equal. The radius of the reduction gear 8 is greater than the radius of the input gear 9 plus the diameter of the clutch gear 10, which increases the contact area when the reduction gear 8 decelerates and increases the friction force. The telescopic assembly 11 can be fixed on the housing 5 by welding or bolt connection. Preferably, it is bolt connection, which is convenient for disassembly, repair and replacement.

[0049] In a more preferred embodiment, as Figure 2 and 3 shown, the telescopic assembly 11 includes a telescopic device and a hollow box body fixedly connected to the telescopic device. The hollow box body includes a bottom plate 12 fixedly connected to the telescopic device, a first reduction plate 13, a second reduction plate 14 and a side plate 15 located inside the hollow box body. First through holes 16 for inserting the output shaft 7 are provided on the bottom plate 12, the first reduction plate 13 and the second reduction plate 14. A second through hole 17 for allowing the clutch gear 10 to pass through is provided on the side plate 15. The structure through which the axis of the output shaft 7 passes from the output end of the clutch device 2 to the other end is, in sequence, one side of the housing 5, the telescopic device, the bottom plate 12, the first reduction plate 13, the clutch gear 10, the second reduction plate 14, the reduction gear 8 and the other side of the housing 5.

[0050] Among them, the telescopic device can be a telescopic column type or a sleeve type telescopic device, preferably a sleeve type telescopic device, which is sleeved on the output shaft 7 and better fits the device structure. The fixed connection method between the hollow box body and the telescopic device can be welding or bolt connection, etc. The specific fixed connection method is not specifically limited in this embodiment; the width of the second through hole 17 is related to the diameters of the clutch gear 10 and the input gear 9, on the premise that the second through hole 17 does not touch the teeth; the width of the first deceleration plate 13 is smaller than the diameter of the clutch gear 10, that is, the first deceleration plate 13 will not contact the input gear 9 during the movement process, and the width of the second deceleration plate 14 is larger than the diameter of the clutch gear 10. When the telescopic device is pulled back, the second deceleration plate 14 drives the clutch gear 10 to make a return movement until the second deceleration plate 14 contacts the input gear 9, realizing the positioning of the clutch gear 10;

[0051] In addition, the distance between the first deceleration plate 13 and the second deceleration plate 14 and their respective thicknesses, and the distance between the deceleration wheel 8 and the input gear 9 and their respective thicknesses are determined according to the following conditions: when the telescopic device pushes the hollow box body towards the deceleration wheel 8, when the first deceleration plate 13 contacts the clutch gear 10, the second deceleration plate 14 simultaneously or is about to contact the deceleration wheel 8, and before the clutch gear 10 disengages from the input gear 9, the second deceleration plate 14 has already contacted the deceleration wheel 8;

[0052] In a more preferred embodiment, a first deceleration piece 18 is fixed on one side of the first deceleration plate 13 facing the clutch gear 10, and second deceleration pieces 19 are fixed on both sides of the second deceleration plate 14. The first deceleration plate 13 and the second deceleration plate 14 can be made of materials that increase friction such as rubber pads or silica gel pads.

[0053] In a more preferred embodiment, the second deceleration piece 19 is made of an elastic material. The second deceleration piece 19 can be a relatively thick rubber pad, silica gel pad, etc., with a large compressible length, or elastic members such as springs can be added between the deceleration material and the hollow box body to increase the friction force.

[0054] In a more preferred embodiment, the width of the second deceleration plate 14 is larger than the diameter of the clutch gear 10. It is used to make the clutch gear 10 return to its original position, that is, the position where it is completely meshed with the input gear 9, and plays a positioning role.

[0055] In a more preferred embodiment, as Figure 4 shown, the speed change mechanism 3 includes a number of speed change gears 20 fixed on the output shaft 7, an output gear set 21 for meshing with the speed change gears 20, a shift device 22 for changing the position of the output gear set 21, and a speed change reversing shaft 23 key-connected to the output gear set 21. A number of first output gears in the output gear set 21 are matched with a number of speed change gears 20 one by one, and the number of teeth of any two speed change gears 20 is not equal.

[0056] The number of the variable-speed gears 20 is determined according to the number of variable-speed gear positions required by the user, and no specific limitation is made in this embodiment; the first output gear on the output gear set 21 is arranged to cooperate with the variable-speed gears 20. On the premise that the transmission ratios provided by the meshing of the corresponding first output gear and the variable-speed gears 20 are different, the function of multi-stage gear shifting is realized; in the key connection mode between the output gear set 21 and the variable-speed reversing shaft 23, the variable-speed reversing shaft 23 can be a single-key structure or a multi-key structure, and the variable-speed reversing shaft 23 with the multi-key structure is a gear shaft.

[0057] In a more preferred embodiment, the reversing mechanism 4 includes a direction-changing gear 24 key-connected to the variable-speed reversing shaft 23, a reversing device 25 connected to the direction-changing gear 24, a second output gear 26, and a direction-changing shaft 27 meshing with the second output gear 26. The direction-changing gear 24 meshes with the second output gear 26 or the direction-changing shaft 27.

[0058] In a more preferred embodiment, the shifting device 22 includes a first base 29 and a first operating rod connected to the output gear set 21. The reversing device 25 includes a second base and a second operating rod connected to the direction-changing gear 24. The first operating rod is used to move the output gear set 21 horizontally with the first base 29 as a lever fulcrum, and the second operating rod is used to move the direction-changing gear 24 horizontally with the second base as a lever fulcrum.

[0059] Among them, the connection mode between the first operating rod and the output gear set 21 is a sliding connection, that is, an annular sliding groove is provided on the output gear set 21, and a sliding block is provided on the first operating rod. The annular sliding groove and the output gear set 21 are coaxial. When the output gear set 21 rotates, the first operating rod remains stationary, and the sliding block slides in the annular sliding groove. When the first operating rod swings left and right, through the lever fulcrum of the first base 29, the sliding block also swings left and right. However, the left and right sides of the sliding block are the groove walls of the annular sliding groove. Therefore, the annular sliding groove and the output gear set 21 slide left and right on the variable-speed reversing shaft 23 to realize the gear-shifting operation; similarly, the connection mode between the reversing device 25 and the second operating rod is also a sliding connection. By the same method, the direction-changing gear 24 is controlled to slide left and right on the variable-speed reversing shaft 23, so that the direction-changing gear 24 meshes with the second output gear 26 or the direction-changing shaft 27, achieving the purpose of adding or reducing one-stage transmission gears and achieving the reversing purpose.

[0060] In a more preferred embodiment, as Figure 5As shown, the first operating rod and the second operating rod both include a handle means 28, the first base 29 and the second base are both provided with a plurality of limiting grooves 30 and at least three traction devices connected to the handle means 28, the opening directions of the plurality of limiting grooves 30 are the same and there is an angle between them and the vertical direction, a first traction device 31 is fixed in the opening direction of the limiting groove 30, a second traction device 32 is fixed away from the opening direction of the limiting groove 30, and a third traction device 33 is fixed above the limiting groove 30, the first traction device 31 is used to provide the handle means 28 with a force toward the opening direction of the limiting groove 30, the second traction device 32 is used to provide the handle means 28 with a force away from the opening direction of the limiting groove 30, and the third traction device 33 is used to provide the handle means 28 with a force toward the top of the limiting groove 30.

[0061] The number of the limiting grooves 30 is determined according to the actual situation. In the speed change mechanism 3, the number of the limiting grooves 30 is one more than the number of gears, that is, one more than the number of speed gears. The specific number is not specifically limited. In the reversing mechanism 4, the number of the limiting grooves 30 is two, corresponding to the forward and reverse gears. There are at least three traction devices. When the number of the limiting grooves 30 is greater than three, the number of traction devices can be increased according to the situation. The specific number of traction devices is not specifically limited in this embodiment. The traction device can be a mechanical traction device, a hydraulic traction device, etc., and the start and stop of the traction device can be remotely controlled. Since the traction force provided by the second traction device is always present, the second traction device can adopt a tension spring, a tension rope or other tension elastic member, preferably a tension spring.

[0062] like Figure 5 As shown, with the side wall direction of the opening direction of the limiting groove 30 as the front of the limiting groove 30, the first traction device 31 is preferably installed in front of the limiting groove 30 or in the lower part of the front, but higher than the second traction device 32, or it can also be slightly above the front to provide a forward oblique upward force for the handle 28, so as to pull the handle 28 from the rear limiting groove 30 to the front limiting groove 30. The second traction device 32 is installed on the side wall directly behind the limiting groove 30 or slightly below the rear, preferably installed in the lower part of the rear of the limiting groove 30, to provide a backward force for the handle 28. The third traction device 33 is installed above the limiting groove 30. Preferably, except for the limiting groove 30 on the rearmost side, a third traction device 33 is installed above each limiting groove 30, so as to achieve a better traction effect. Figure 5 As shown, the height of the side wall between each two adjacent limiting grooves 30 is preferably decreased from the back to the front, so that the handle 28 will not jump over any of the limiting grooves 30 when moving backward.

[0063] In a more preferred embodiment, the opening direction of the limiting groove 30 may face the left or right side of the base, and no specific limitation is made in this embodiment.

[0064] Although the preferred embodiments of the present invention have been described, those skilled in the art can make additional changes and modifications to these embodiments once they know the basic creative concept. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0065] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and its equivalent technologies, the present invention is also intended to include these modifications and variations.

Claims

1. An agricultural single-rail transport vehicle with multi-stage variable speed and direction change, including an engine (1), characterized in that, It further includes a clutch device (2) connected to the output end of the engine (1), and a speed change mechanism (3) and a reversing mechanism (4) that are drivingly connected to the output end of the clutch device (2); The clutch device (2) includes a housing (5), an input shaft (6) drivingly connected to the output end of the engine (1), an output shaft (7) for outputting power, a reduction wheel (8) and an input gear (9) fixedly installed on the input shaft (6), a clutch gear (10) key-connected to the output shaft (7) and meshing with the input gear (9), and a telescopic assembly (11) fixedly installed on the housing (5) for disengaging or engaging the clutch gear (10) with the input gear (9); The telescopic assembly (11) includes a telescopic device and a hollow box body fixedly connected to the telescopic device. The hollow box body includes a bottom plate (12) fixedly connected to the telescopic device, a first reduction plate (13), a second reduction plate (14) and a side plate (15) located inside the hollow box body. First through holes (16) for inserting the output shaft (7) are formed in the bottom plate (12), the first reduction plate (13) and the second reduction plate (14). A second through hole (17) for allowing the clutch gear (10) to pass through is formed in the side plate (15). The structure through which the axis of the output shaft (7) passes, from the output end of the clutch device (2) to the other end, is successively one side of the housing (5), the telescopic device, the bottom plate (12), the first reduction plate (13), the clutch gear (10), the second reduction plate (14), the reduction wheel (8) and the other side of the housing (5); The speed change mechanism (3) includes a number of speed change gears (20) fixed on the output shaft (7), an output gear set (21) for meshing with the speed change gears (20), a shifting device (22) for changing the position of the output gear set (21), and a speed change and reversing shaft (23) key-connected to the output gear set (21). A number of first output gears in the output gear set (21) are respectively matched with the number of speed change gears (20), and the number of teeth of any two of the speed change gears (20) is different; The reversing mechanism (4) includes a direction-changing gear (24) key-connected to the speed change and reversing shaft (23), a reversing device (25) connected to the direction-changing gear (24), a second output gear (26), and a direction-changing shaft (27) meshing with the second output gear (26). The direction-changing gear (24) meshes with the second output gear (26) or the direction-changing shaft (27); The shifting device (22) includes a first base (29) and a first operating rod connected to the output gear set (21). The reversing device (25) includes a second base and a second operating rod connected to the direction-changing gear (24). The first operating rod is used to translate the output gear set (21) with the first base (29) as the lever fulcrum, and the second operating rod is used to translate the direction-changing gear (24) with the second base as the lever fulcrum; The first operating rod and the second operating rod both comprise a handle member (28); the first base (29) and the second base are both provided with a plurality of limiting grooves (30) and at least three traction devices connected to the handle member (28); the opening directions of the plurality of limiting grooves (30) are the same and form an angle with the vertical direction; a first traction device (31) is fixed in the opening direction of the limiting groove (30); a second traction device (32) is fixed away from the opening direction of the limiting groove (30); a third traction device (33) is fixed above the limiting groove (30); the first traction device (31) is used to provide the handle member (28) with a force in the direction of the opening of the limiting groove (30); the second traction device (32) is used to provide the handle member (28) with a force away from the opening direction of the limiting groove (30); and the third traction device (33) is used to provide the handle member (28) with a force in the direction of the opening of the limiting groove (30); 2. The agricultural single-rail transport vehicle with multi-stage speed change and direction change according to claim 1, characterized in that, A first reduction plate (18) is fixed to one side of the first reduction plate (13) facing the clutch gear (10), and second reduction plates (19) are fixed to both sides of the second reduction plate (14).

3. The agricultural single-rail transport vehicle with multi-stage speed change and direction change according to claim 2, characterized in that, The second speed reducer (19) is made of elastic material.

4. The agricultural single-rail transporter with multi-stage speed change and direction change according to claim 3, characterized in that, The width of the second speed reducer (14) is greater than the diameter of the clutch gear (10).

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