Dual-clutch multi-speed transmission

Abstract

The present invention relates to a dual-clutch multi-speed transmission case, comprising a forward and reverse power reversing assembly, a multi-speed assembly, a high and low gear shifting device, a front axle output assembly, a rear axle output assembly and a PTO power output assembly. The forward and reverse power input assembly comprises shafts I, II, III, IV, V, a reverse clutch and a forward clutch. The multi-speed assembly comprises shafts VI, VII and a synchronizer. Three sets of synchronizers are arranged on shaft VI. The three sets of synchronizers are controlled by a shift handle to achieve switching of six gears. The rear axle output assembly comprises a central drive, a differential, a brake and a final drive. The present invention realizes the organic switching of multiple forward gears and multiple reverse gears, adopts electro-hydraulic control to achieve front and rear power reversing, and realizes the power connection and disconnection of PTO power output. The present invention has a compact structure, is easy to assemble and disassemble, operates reliably and can replace imported products.

Description

Technical Field

[0001] The present invention relates to the technical field of gear transmission boxes, and more particularly to a dual-clutch multi-speed transmission box. Background Art

[0002] Currently, tractors generally utilize speed transmission mechanisms to achieve their various operating functions. However, most existing tractor transmissions utilize multiple wet clutches and auxiliary transmission sleeves, and utilize a hydraulic control system to achieve continuous shifting of the transmission. Compared to traditional mechanical shifting technology, this transmission shifting technology achieves clutchless power reversing, improving driver comfort, reducing operational difficulty and labor intensity, and improving work quality and efficiency. However, with the increasing number of tractor operations and supporting agricultural implements, tractors require more gears. More gears lead to more complex structures, placing higher demands on tractors' market positioning and shifting quality. In response to this trend, existing powershift transmissions have certain drawbacks. Their primary drawbacks are their complex structure. For example, the four powershift gears require four wet clutches (C1, C2, C3, and C4), which are complex and costly to manufacture. Furthermore, their long axial dimensions result in low synchronous inertia, and they cannot meet the requirements of automated shifting.

[0003] At present, there are many domestic transmission box supporting units and products for small and medium-horsepower tractors, but most of them are gear sleeve shifting or synchronizer shifting, and the electro-hydraulic control and power switching control mainly rely on imports. There is no suitable supporting transmission box. Therefore, how to provide a reliable and stable gearbox with more gears and more power output has become a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0004] In order to solve the above technical problems, the purpose of the present invention is to provide a dual-clutch multi-speed transmission box with compact structure, reliable operation and rich functions.

[0005] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solutions:

[0006] A dual-clutch multi-gear transmission box includes a forward and reverse power reversing component, a multi-gear component, a high and low gear shifting device, a front axle output component, a rear axle output component and a PTO power output component. The forward and reverse power reversing component includes shaft I, shaft II, shaft III, shaft IV, shaft V, a reverse clutch and a forward clutch. Gear Z1 and gear Z2 are fixed on shaft I. Gear Z4 and gear Z5 are provided on shaft II, and gear Z4 is coupled to or disengaged from shaft II through a reverse clutch. Gear Z5 is coupled to or disengaged from shaft II through a forward clutch. Gear Z6 is fixed on shaft III, and gear Z1 is meshed with gear Z6, and gear Z6 is meshed with gear Z4; gear Z2 is meshed with gear Z5. 5 meshing; the II shaft and the IV shaft are connected by a spline sleeve, and the IV shaft is fixed with a gear Z12, the V shaft is provided with a fixed gear Z13, and the gear Z12 meshes with the gear Z13; the multi-speed assembly includes a VI shaft, a VII shaft and a synchronizer, the VI shaft and the V shaft are connected by a spline sleeve, the VI shaft is fixed with gears Z14, Z15, Z16, Z17, Z18, and Z19; the VII shaft is fixed with gears Z20, Z21, Z22, Z23, Z24, and Z25; wherein gears Z14 and Z20 mesh, gears Z15 and Z21 mesh, gears Z16 and Z22 mesh, and gears Z17 and Z28 mesh. And gear Z23 meshes, gear Z18 meshes with gear Z24, gear Z19 meshes with gear Z25, three sets of synchronizers are arranged on the VI shaft, and the shift handle controls the connection of the three sets of synchronizers to realize the switching of 6 gears. The VII shaft is transmitted to the VIII shaft through the high and low gear shift device, and the high and low gear shift device is provided with three positions: direct gear, neutral gear and low speed gear. When the high and low gear shift device is in the direct gear position, gear Z26 is directly connected to the VIII shaft through the high and low gear shift device for transmission. When the high and low gear shift device is in the low speed gear position, gear Z26 is meshed with gear Z29, gear Z27 is meshed with gear Z30, and Z29 is meshed with gear Z30 to form a double gear sleeve on the IX shaft. The gears drive the VIII shaft. The rear axle output assembly includes a central drive, a differential, a brake and a final drive. The central drive includes a spiral bevel gear Z34 on the VIII shaft and a spiral bevel gear Z37 connected to the differential case of the differential. The spiral bevel gear Z34 and the spiral bevel gear Z37 are engaged with each other to drive the XIX shaft and the XXI shaft of the differential mechanism for transmission. The XIX shaft and the XXI shaft are each connected to a brake and a final drive. The brake is a wet brake, which can realize the braking of the left and right outputs of the rear axle. The final drive is a first-stage planetary reduction. The XIX shaft and the XXI shaft transmit power to the sun gear Z40 of the final drive planetary device, and then to the planet carrier. The planet carrier transmits power to the XX shaft and the XXII shaft to complete the rear axle output.

[0007] As a preferred solution, it also includes a front axle power output assembly, which includes shaft XI, and shafts IX and X connected by a spline sleeve. Shaft VIII drives shaft IX through the mutually meshing gears Z31 and Z28, and shaft IX drives shaft X through the spline. Shaft X is provided with gear Z32, and shaft XI is fixed with gear Z33. The transmission is carried out by meshing gear Z33 and gear Z32 to complete the front axle output.

[0008] As a preferred solution, a front axle disengagement device is further provided on the X-axis, and the front axle disengagement device enables the gear Z32 to be engaged with or disengaged from the X-axis.

[0009] As a preferred embodiment, it also includes a PTO power output assembly, which includes XII shaft, XIII shaft, XIV shaft, XVII shaft and XVIII shaft. The XII shaft is also provided with gears Z7, Z8 and Z9. The I shaft is provided with gear Z3, gear Z7 is engaged with gear Z3, and the XIII shaft is provided with gears Z11, Z10 and a PTO shifting device. The gear Z11 is engaged with gear Z9, and the gear Z10 is engaged with gear Z8. The PTO shifting device allows the XII shaft and the XIII shaft to be transmitted through gears Z11 and Z9, or through gears Z10 and Z8. The XIII shaft, XIV shaft and XVII shaft are connected by a spline sleeve. The XVII shaft is provided with gear Z35, and the XVIII shaft is provided with gear Z36, and gear Z35 is engaged with gear Z36.

[0010] As a preferred solution, the gear Z7 is connected to or disconnected from the XII shaft through a power-disengaging wet clutch, and an anti-slip clutch is also provided on the power-disengaging wet clutch.

[0011] As a preferred solution, it also includes an oil pump output assembly, which includes a XVI shaft and a XV shaft. The XV shaft is provided with a gear Z43, and the XVI shaft is provided with a gear Z44. The gear Z43 is meshed with the gear Z7 for transmission, and the gear Z44 is meshed with the gear Z43 for transmission.

[0012] As a preferred solution, a double pump is also included, in which one oil pump provides working oil for each wet clutch of the transmission system and provides lubricating oil for the wet clutch, gears and bearings, and the other oil pump provides working oil for the lifting mechanism and steering mechanism of the entire vehicle.

[0013] As a preferred solution, the half-axles XIX and XXI of the rear axle output assembly are respectively provided with wet brakes to effectively brake the entire vehicle, and the differential mechanism is also provided with a differential lock.

[0014] As a preferred solution, the power-off wet clutch, reverse clutch and forward clutch are all controlled by electro-hydraulic control valves.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] The present invention realizes the organic switching of multiple forward gears and multiple reverse gears through the cooperation of multiple shaft systems, multiple gears, multiple synchronizers, forward clutches, reverse clutches and differential assemblies. It adopts electro-hydraulic control to realize front and rear power reversing and power engagement and disengagement of PTO power output. It has a compact structure, is easy to assemble and disassemble, works reliably, and can replace imported products. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings in the specification, which constitute a part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation on this application.

[0018] Figure 1 It is a schematic diagram of the cross-sectional structure of the present invention;

[0019] Figure 2 Schematic diagram of the cross-sectional structure of the differential mechanism, wet brake and half-shaft of the present invention;

[0020] Figure 3 It is the transmission principle diagram of the present invention;

[0021] Figure 4 It is the hydraulic principle diagram of the present invention.

[0022] The accompanying drawings are marked as follows: 100, main clutch control valve; 200, PTO clutch control valve; 300, lifting cylinder control valve; 1, I shaft; 2, XII shaft; 3, XIII shaft; 4, XI shaft; 5, power release wet clutch; 6, X shaft; 7, VII shaft; 8, IX shaft; 9, II shaft; 11, IV shaft; 12, V shaft; 13, synchronizer; 14, VIII shaft; 15, XIV shaft; 16, XVIII shaft; 17, differential mechanism; 18, wet brake; 19, XIX shaft; 20, XXI shaft; 101, reverse clutch; 102, forward clutch; 21, high and low gear shifting device; 22, PTO shifting device; 23, anti-slip clutch; 24, front axle disengaging device. DETAILED DESCRIPTION

[0023] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present application belongs.

[0024] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0025] In addition, in the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "clockwise", "counterclockwise" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0026] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more, unless otherwise explicitly specified.

[0027] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0028] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0029] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0030] like Figures 1 to 4As shown, a dual-clutch multi-speed transmission box includes a forward and reverse power reversing component, a multi-speed component, a high and low gear shifting device, a front axle output component, a rear axle output component and a PTO power output component. The forward and reverse power reversing component includes shaft I, shaft II, shaft III, shaft IV, shaft V, a reverse clutch and a forward clutch. Gear Z1 and gear Z2 are fixed on shaft I, gear Z4 and gear Z5 are provided on shaft II, and gear Z4 is engaged with or disengaged from shaft II through a reverse clutch, and gear Z5 is engaged with or disengaged from shaft II through a forward clutch, and gear Z6 is fixed on shaft III, and gear Z1 is meshed with gear Z6, and gear Z6 is meshed with gear Z4; gear Z2 is meshed with gear Z5. The gears Z5 are engaged; the II shaft and the IV shaft are connected by a spline sleeve, and the IV shaft is fixed with a gear Z12, the V shaft is provided with a fixed gear Z13, and the gear Z12 is engaged with the gear Z13; the multi-speed assembly includes a VI shaft, a VII shaft and a synchronizer, the VI shaft and the V shaft are connected by a spline sleeve, the VI shaft is fixed with gears Z14, Z15, Z16, Z17, Z18, and Z19; the VII shaft is fixed with gears Z20, Z21, Z22, Z23, Z24, and Z25; wherein gears Z14 and Z20 are engaged, gears Z15 and Z21 are engaged, gears Z16 and Z22 are engaged, and gears Z17 and Z28 are engaged. And gear Z23 meshes, gear Z18 meshes with gear Z24, gear Z19 meshes with gear Z25, three sets of synchronizers are arranged on the VI shaft, and the shift handle controls the connection of the three sets of synchronizers to realize the switching of 6 gears. The VIII shaft and the VII shaft are transmitted through a high and low gear shifting device, and the high and low gear shifting device is provided with three positions: direct gear, neutral gear and low gear. When the high and low gear shifting device is in the direct gear position, gear Z26 is directly connected to the VIII shaft through the high and low gear shifting device for transmission. When the high and low gear shifting device is in the low gear position, gear Z26 is meshed with gear Z29, gear Z27 is meshed with gear Z30, and Z29 is meshed with gear Z30 and is sleeved on the IX shaft. The double gear drives the VIII shaft transmission. The rear axle output assembly includes a central drive, a differential, a brake and a final drive. The central drive includes a spiral bevel gear Z34 on the VIII shaft and a spiral bevel gear Z37 connected to the differential case of the differential. The spiral bevel gear Z34 and the spiral bevel gear Z37 are engaged with each other to drive the XIX shaft and the XXI shaft of the differential mechanism for transmission. The XIX shaft and the XXI shaft are each connected to a brake and a final drive. The brake is a wet brake, which can realize the braking of the left and right outputs of the rear axle. The final drive is a first-stage planetary reduction. The XIX shaft and the XXI shaft transmit power to the sun gear Z40 of the final drive planetary device, and then to the planet carrier. The planet carrier transmits power to the XX shaft and the XXII shaft to complete the rear axle output.

[0031] The dual-clutch multi-speed transmission box also includes a front axle power output assembly, which includes a XI shaft 4, and a IX shaft 8 and an X shaft 6 connected by a spline sleeve. A gear Z33 is fixed on the XI shaft, a gear Z32 is provided on the X shaft, and the gear Z33 and the gear Z32 are engaged. The VII shaft 7 is also provided with a gear Z26, and the VII shaft 7 is also provided with a gear Z27 and a gear Z28. The IX shaft 8 is provided with a gear Z29, a gear Z30, and a gear Z31. The high and low gear shifting device 21 is provided with a direct gear, an idle gear, and a neutral gear. The high-speed and low-speed gear shifting device 21 is in the direct gear position, and gear Z26 is directly connected to the VIII shaft 14 through the high-speed and low-speed gear shifting device. The VIII shaft 14 drives the IX shaft through the intermeshing gears Z31 and Z28. When the high-speed gear shifting device is in the low-speed gear position, gear Z26 meshes with gear Z29, and gear Z27 meshes with gear Z30. Z29 and gear Z30 are double gears mounted on the IX shaft, and the IX shaft is driven through the intermeshing gears Z31 and Z28. The X shaft is also equipped with a front axle disengagement device 24, which allows gear Z32 to engage or disengage with the X shaft 6.

[0032] The dual-clutch multi-speed transmission box also includes a PTO power output assembly, which includes a XII shaft 2, a XIII shaft 3, a XIV shaft, a XVII shaft, and a XVIII shaft. The XII shaft is also provided with gears Z7, Z8, and Z9. The I shaft is provided with a gear Z3, which meshes with the gear Z7. The XIII shaft is provided with gears Z11, Z10, and a PTO shift device 22. The gear Z11 is engaged with the gear Z3. Gear Z9 is meshed, and gear Z10 is meshed with gear Z8. The PTO shifting device 22 allows transmission between shafts XII and XIII via gears Z11 and Z9, or via gears Z10 and Z8. Shafts XIII, XIV, and XVII are connected via a splined sleeve. Gear Z35 is provided on shaft XVII, and gear Z36 is provided on shaft XVIII. Gear Z35 and gear Z36 are meshed. Gear Z7 is coupled to or disengaged from shaft XII via a power-disengage wet clutch 5, which is also equipped with an anti-slip clutch 23.

[0033] The dual-clutch multi-speed transmission box also includes an oil pump output assembly, which includes a XVI shaft and a XV shaft. The XV shaft is provided with a gear Z43, and the XVI shaft is provided with a gear Z44. The gear Z43 is meshed with the gear Z7 for transmission, and the gear Z44 is meshed with the gear Z43 for transmission.

[0034] The dual-clutch, multi-speed transmission also includes a duplex pump, which provides operating oil to the wet clutches in the transmission system and lubricates the wet clutches, gears, and bearings, ensuring proper operation of the transmission system. The duplex pump also provides operating oil to the lifting mechanism of the entire machine.

[0035] The rear axle output assembly's half-axles XIX and XXI are each equipped with a wet brake 18 to effectively brake the vehicle, and the differential mechanism is also equipped with a differential lock. The power release wet clutch, reverse clutch, and forward clutch are all controlled by electro-hydraulic control valves.

[0036] The working embodiment of the present invention is as follows: power is input from shaft I and transmitted to the meshing Z6 of shaft III, Z5 of shaft II and Z7 of shaft XII via gears Z1, Z2 and Z3 (Z7 is the input gear of PTO output and meshes with Z43, which will be described later). The electro-hydraulic control system controls the connection of the forward clutch and the reverse clutch. When the forward clutch is engaged, Z5 transmits power to shaft II via KV to complete the power input of each forward gear. When the reverse clutch is engaged, Z6 transmits power to Z4, and Z4 transmits power to shaft II through KR to complete the power input of reverse gear; shaft II and shaft IV transmit power through spline connection, and transmit it to Z13 through Z12, and then to shaft V; shaft V and shaft VI are connected through spline, and transmit power to shaft VI; shaft VI is equipped with three sets of synchronizers, and the shift handle controls the connection of the three sets of synchronizers to realize the switching of 6 gears, among which Z14 and Z20 are engaged (6th gear), Z15 and Z21 are engaged (5th gear), and Z16 and Z22 is engaged (4th gear), Z17 and Z23 are engaged (3rd gear), Z18 and Z24 are engaged (2nd gear), Z19 and Z25 are engaged (1st gear), Z20, Z21, Z22, Z23, Z24, and Z25 transmit power to the VII shaft; the VII shaft transmits power to the rigidly connected Z26. The high and low gear sleeves on the VIII shaft have three positions: direct gear (left side), neutral gear (middle position), and low speed gear (right side). When the sleeve is on the left side, it is direct gear, and power is transmitted from Z26 to the right shaft. When the gear sleeve is in the middle, the VIII shaft is in neutral gear. When the gear sleeve is on the right, it is in low gear. Power is transmitted from Z26 to Z29 on the IX shaft (Z29 and Z30 are duplex gears). Z30 transmits power to Z27 on the VIII shaft. Z27 transmits power to the VIII shaft through the gear sleeve. The VIII shaft then splits the power. Part of the power is transmitted to the differential through the auger Z34 and Z37 to the rear axle, and part of the power is transmitted to Z31 through Z28, which is splined to the VIII shaft. Z31 transmits power to the IX shaft and the front axle.

[0037] Front axle power flow: Shaft IX transmits power to the spline sleeve and then to shaft X. If the front axle disengagement device is engaged, shaft X transmits power to Z32, which transmits power to Z32, which transmits power to shaft XI (front axle output shaft) to complete the front axle output.

[0038] Rear axle power flow: The differential transmits power to the half-shafts XIX and XXI on both sides of the rear axle. The differential lock is equipped with an engaging gear sleeve, which can achieve differential or non-differential. The half-shafts XIX and XXI transmit power to the sun gear Z40 of the planetary device, to the planetary carrier, and the planetary carrier transmits power to the XX and XXII shafts to complete the rear axle output.

[0039] Oil pump output: Z7 of XII axis transmits power to Z43, Z43 transmits power to Z44, and then to XVI axis, which is the oil pump output shaft;

[0040] PTO power takeoff: Z7 on shaft XII receives power, and the electro-hydraulic control system controls the power disengagement wet clutch. When the power disengagement wet clutch disengages, the anti-slip clutch engages, resulting in no power output and no slippage. When the power disengagement wet clutch engages, Z7 transmits power to shaft XII via the power disengagement wet clutch. Z8 and Z9 on shaft XII engage with Z10 and Z11 on shaft XIII, respectively, operating the PTO shift mechanism to achieve PTO gear shifting. Z10 and Z11 transmit power to shaft XIII. Shaft XIII transmits power to shaft XIV via a splined sleeve, which in turn transmits power to shaft XVII via a splined sleeve. Shaft XVII transmits power to shaft Z35 via Z36, and then to shaft XVIII, completing the PTO power takeoff.

[0041] The present invention features two wet clutches for forward and reverse, a six-speed synchronizer shifter, a high- and low-speed gear sleeve shifter, and a PTO with a power-disengage wet clutch to prevent slippage. The engagement and disengagement of the forward and reverse wet clutches, combined with the synchronizer shifter and the high- and low-speed gear sleeve shifter, enables gear switching and power reversing through 12 forward and 12 reverse gears.

[0042] The power disengagement wet clutch with anti-belt displacement function and the power take-off disengagement high and low gears of the present invention can effectively realize the power disengagement and engagement of the PTO and can realize the organic switching of the two gears; the transmission box of the present invention has a spiral bevel transmission and planetary reduction, which effectively realizes a high reduction ratio, and is equipped with a differential and a differential lock, which can effectively control the differential speed of the left and right wheels.

[0043] The present invention also includes a main clutch control valve 100 and a PTO control valve 200. The electro-hydraulic control makes the combination of gear shifting and PTO power cut-off convenient and comfortable. At the same time, the transmission box of the present invention is also provided with a lifting cylinder control valve 300.

[0044] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0045] Although the embodiments of the present invention have been shown and described above, it is understood that the above embodiments are illustrative and cannot be understood as limiting the present invention. Those skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention without departing from the principles and purpose of the present invention. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. Dual-clutch multi-speed transmission, characterized by: It includes a forward and reverse power reversing component, a multi-gear component, a high and low gear shifting device, a front axle output component, a rear axle output component and a PTO power output component. The forward and reverse power reversing component includes shaft I, shaft II, shaft III, shaft IV, shaft V, a reverse clutch and a forward clutch. Gear Z1 and gear Z2 are fixed on shaft I. Gear Z4 and gear Z5 are provided on shaft II, and gear Z4 is coupled to or disengaged from shaft II through a reverse clutch. Gear Z5 is coupled to or disengaged from shaft II through a forward clutch. Gear Z6 is fixed on shaft III, and gear Z1 is meshed with gear Z6, and gear Z6 is meshed with gear Z4; gear Z2 is meshed with gear Z5; The shaft is connected to the IV shaft through a spline sleeve, and a gear Z12 is fixed on the IV shaft, and a gear Z13 is fixed on the V shaft, and the gear Z12 is meshed with the gear Z13; the multi-speed assembly includes a VI shaft, a VII shaft and a synchronizer, the VI shaft is connected to the V shaft through a spline sleeve, and the gears Z14, Z15, Z16, Z17, Z18 and Z19 are fixed on the VI shaft; the gears Z20, Z21, Z22, Z23, Z24 and Z25 are fixed on the VII shaft; wherein the gears Z14 and Z20 are meshed, the gears Z15 and Z21 are meshed, the gears Z16 and Z22 are meshed, and the gears Z17 and Z2 3 meshes, gear Z18 and gear Z24 meshes, gear Z19 and gear Z25 meshes, three sets of synchronizers are set on the VI shaft, and the shift handle controls the connection of the three sets of synchronizers to achieve the switching of 6 gears. The VII shaft is driven by the VIII shaft through the high and low gear shift device, and the high and low gear shift device has three positions: direct gear, neutral gear and low speed gear. When the high and low gear shift device is in the direct gear position, gear Z26 is directly connected to the VIII shaft through the high and low gear shift device for transmission. When the high and low gear shift device is in the low speed gear position, gear Z26 is meshed with gear Z29, gear Z27 is meshed with gear Z30, and Z29 meshes with gear Z30 to form a double gear sleeved on the IX shaft. , drives the VIII shaft to transmit, the rear axle output assembly includes a central drive, a differential, a brake and a final drive, the central drive includes a spiral bevel gear Z34 on the VIII shaft and a spiral bevel gear Z37 connected to the differential case of the differential, the spiral bevel gear Z34 and the spiral bevel gear Z37 are meshed with each other, driving the XIX shaft and the XXI shaft of the differential mechanism to transmit, the XIX shaft and the XXI shaft are each connected to a brake and a final drive, the brake is a wet brake, which can realize the braking of the left and right outputs of the rear axle, the final drive is a first-stage planetary reduction, the XIX shaft and the XXI shaft transmit power to the sun gear Z40 of the final drive planetary device, and then to the planet carrier, the planet carrier transmits power to the XX shaft and the XXII shaft, and then completes the rear axle output; The front axle output assembly includes a shaft XI, and shafts IX and X connected by a spline sleeve. Shaft VIII drives shaft IX through meshing gears Z31 and Z28, and shaft IX drives shaft X through splines. Shaft X is provided with a gear Z32, and shaft XI is fixed with a gear Z33. Gears Z33 and Z32 mesh to transmit power, thereby completing the front axle output. It also includes a PTO power output assembly, which includes XII shaft, XIII shaft, XIV shaft, XVII shaft, and XVIII shaft. The XII shaft is also provided with gears Z7, Z8, and Z9. The I shaft is provided with gear Z3, and gear Z7 is engaged with gear Z3. The XIII shaft is provided with gears Z11, Z10, and a PTO shifting device. The gear Z11 is engaged with gear Z9, and the gear Z10 is engaged with gear Z8. The PTO shifting device allows the XII shaft and the XIII shaft to be transmitted through gears Z11 and Z9, or through gears Z10 and Z8. The XIII shaft, XIV shaft, and XVII shaft are connected by a spline sleeve. The XVII shaft is provided with gear Z35, and the XVIII shaft is provided with gear Z36, and gear Z35 is engaged with gear Z36.

2. The dual-clutch multi-speed transmission box according to claim 1, characterized in that: The X-axis is also provided with a front axle disengaging device, which enables the gear Z32 to be engaged with or disengaged from the X-axis.

3. The dual-clutch multi-speed transmission box according to claim 1, characterized in that: The gear Z7 is connected to or disconnected from the XII shaft via a power-disconnecting wet clutch, and an anti-slip clutch is also provided on the power-disconnecting wet clutch.

4. The dual-clutch multi-speed transmission box according to claim 1, characterized in that: It also includes an oil pump output assembly, which includes a XVI shaft and a XV shaft. The XV shaft is provided with a gear Z43, and the XVI shaft is provided with a gear Z44. The gear Z43 is meshed with the gear Z7 for transmission, and the gear Z44 is meshed with the gear Z43 for transmission.

5. The dual-clutch multi-speed transmission box according to claim 1, characterized in that: It also includes a double pump, one of which provides working oil for each wet clutch of the transmission system and lubricating oil for the wet clutch, gears and bearings, and the other oil pump provides working oil for the lifting mechanism and steering mechanism of the entire vehicle.

6. The dual-clutch multi-speed transmission box according to claim 1, characterized in that: The half-axles XIX and XXI of the rear axle output assembly are respectively provided with wet brakes to effectively brake the entire vehicle, and a differential lock is also provided in the differential mechanism.

7. The dual-clutch multi-speed transmission box according to claim 3, characterized in that: The power release wet clutch, reverse clutch and forward clutch are all controlled by electro-hydraulic control valves.

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