A 6MT transmission structure

Abstract

The present invention discloses a 6MT transmission structure, which can flexibly arrange the positions of some gears in the transmission housing according to the needs, so as to effectively improve the rationality of the internal structure layout of the transmission housing and the overall weight balance without increasing or less increasing the transmission housing, and can reduce the position limitations of some components in the transmission housing and improve the utilization efficiency and effect of the space in the transmission housing. The main structure of the present application includes a transmission housing, a first and second gear synchronizer, a third and fourth gear synchronizer, a fifth and sixth gear synchronizer, a reverse gear coupler, an interlocking plate, an adsorption magnet, a shift fork shaft, a shift main shaft hole, a shift oil seal and a shift shaft, a push groove is provided on the shift fork shaft, a shift fork push piece is provided on the shift shaft, a synchronizer includes a coupling sleeve, a reverse gear coupler includes a coupling sleeve, a coupling sleeve is provided with a movable gate fork, the movable gate fork includes a gate fork body, a gate fork shaft, a shift groove, a lower arc head rod and a sliding key shaft, and an upper and lower sliding keys are provided on the gate fork body.

Description

Technical Field

[0001] The invention belongs to the technical field of transmissions, and in particular relates to a 6MT transmission structure. Background Art

[0002] The 6MT transmission refers to a six-speed manual transmission, which has eight gear positions: first gear, second gear, third gear, fourth gear, fifth gear, sixth gear, reverse gear, and neutral gear.

[0003] In the prior art: the 6MT transmission at least includes a transmission housing, an interlocking plate, an adsorption magnet, a plurality of shift fork shafts, a shift shaft, an input shaft, an output shaft, a tail gear and a reverse shaft, and also includes a first gear fixed gear and a first gear moving gear meshing with each other, a second gear fixed gear and a second gear moving gear meshing with each other, a third gear fixed gear and a third gear moving gear meshing with each other, a fourth gear fixed gear and a fourth gear moving gear meshing with each other, a fifth gear fixed gear and a fifth gear moving gear meshing with each other, and a reverse gear fixed gear and a reverse gear moving gear meshing with each other;

[0004] The function of the interlock plate is to prevent two gears from being engaged at the same time or the gears from being engaged randomly. The adsorption magnet is usually arranged in the oil pan of the transmission housing to absorb the iron chips generated by the wear of the gears and other structures to prevent too much iron chips in the transmission oil in the transmission housing. Too much iron chips will cause the working effect of the oil pump and other structures to deteriorate. Too much iron chips may also cause a large amount of iron chips to enter the sealing ring, oil seal and other structures, affecting the service life and stability of the working process;

[0005] In addition, the 6MT transmission also includes a first and second gear synchronizer located between the first gear moving gear and the second gear moving gear, a third and fourth gear synchronizer located between the third gear moving gear and the fourth gear moving gear, a fifth and sixth gear synchronizer located between the fifth gear moving gear and the sixth gear moving gear, and a reverse gear coupler for locking the reverse gear moving gear. The first and second gear synchronizers are driven by a shift fork shaft, the third and fourth gear synchronizers are driven by a shift fork shaft, the fifth and sixth gear synchronizers are driven by a shift fork shaft, and the reverse gear coupler is driven by a shift fork shaft. Each shift fork shaft only drives one synchronizer or coupler, and the shift fork shaft corresponds one to one with the synchronizer or coupler it drives.

[0006] A fixed gear refers to a gear that is always fixed to the transmission shaft (input shaft or output shaft) on which it is located, and a movable gear refers to a gear that can rotate relative to the transmission shaft (input shaft or output shaft) on which it is located. For the mutually meshing movable gear and fixed gear (such as a fixed gear of a first gear and a movable gear of a first gear), one is arranged on the input shaft and the other is arranged on the output shaft. For example: a fixed gear of a first gear is arranged on the input shaft and fixed to the input shaft, and a movable gear of a first gear is arranged on the output shaft and can rotate relative to the output shaft. In this case, how can the power be transmitted between the input shaft and the output shaft? (The first gear moving gear can rotate relative to the output shaft, and the power cannot be transmitted smoothly). At this time, the synchronizer comes into play. When the driver operates the car gear lever in the car, the gear shift shaft of the transmission can be driven to move. The gear shift shaft drives the corresponding synchronizer to move through the shift fork rod, locks and positions the first gear moving gear, and fixes the first gear moving gear relative to the output shaft. At this time, the power can be transmitted along the input shaft, the first gear fixed gear, the first gear moving gear, and the output shaft (that is, the power transmission path in the first gear state). The same is true for the other gear gears and related structures. It should be noted that the shift fork shaft drives the synchronizer, which actually directly drives the synchronizer coupling sleeve, and the reverse gear moving gear also requires a synchronizer or a structure similar to a synchronizer. The reverse gear coupling is commonly used in the prior art. The difference between it and the synchronizer is that there is no synchronizer ring. The other structural principles are the same, but it does not affect its ability to lock the reverse gear moving gear (so that it can be fixed relative to the shaft where it is located, so as to successfully complete the power transmission in the reverse gear state). Similarly, the shift fork shaft drives the reverse gear coupling, which actually directly drives the reverse gear coupling sleeve.

[0007] The gear lever in the car can drive the shift shaft in the transmission housing to move. Fig.12 This is a schematic diagram of the structure of the gear shift panel corresponding to the conventional 6MT transmission, which is the existing technology. Fig.12 In the embodiment, there are a first gear position (position 1), a second gear position (position 2), a third gear position (position 3), a fourth gear position (position 4), a fifth gear position (position 5), a sixth gear position (position 6), a reverse gear position (position 7), a first and second gear preparation position (position 9) located between the first gear position and the second gear position, a third and fourth gear preparation position (position 10) located between the third gear position and the fourth gear position, a fifth and sixth gear preparation position (position 11) located between the fifth gear position and the sixth gear position, and a reverse gear preparation position (position 8) located behind the reverse gear position. Among them, when the gear lever of the automobile is in position 8, position 9, position 10 or position 11, it is equivalent to being in the neutral position.

[0008] Combination Fig.12From a different perspective, the car gear lever can move left and right, front and back along the channel on the gear panel. When the car gear lever moves left and right, the shift shaft rotates. When the shift shaft rotates to different positions, it can be combined with different shift fork shafts. When the car gear lever moves back and forth, the shift shaft moves back and forth. At this time, the shift fork shaft combined with the shift shaft is also moved back and forth together. The movement of the shift fork shaft back and forth will drive the corresponding synchronizer or coupler to move back and forth, thus realizing gear switching. For example, if the car gear lever moves left from position ten to position nine, the shift shaft rotates to engage with the shift fork shaft corresponding to the first and second gear synchronizer. At this time, if the car gear lever moves forward to position one, the car gear lever drives the first and second gear synchronizer to move through the shift shaft and the shift fork shaft corresponding to the first and second gear synchronizer, and the first and second gear synchronizer will lock the first gear moving gear, thereby engaging the first gear. If the car gear lever leaves position one, the car gear lever drives the first and second gear synchronizer to move through the shift shaft and the shift fork shaft corresponding to the first and second gear synchronizer, and the first and second gear synchronizer no longer locks the first gear moving gear, and the same applies to the remaining gears.

[0009] When the automobile gear lever is in position one, position two or position nine, the shift shaft is combined with the shift fork shaft corresponding to the first and second gear synchronizers; when the automobile gear lever is in position three, position four or position ten, the shift shaft is combined with the shift fork shaft corresponding to the third and fourth gear synchronizers; when the automobile gear lever is in position five, position six or position eleven, the shift shaft is combined with the shift fork shaft corresponding to the fifth and sixth gear synchronizers; when the automobile gear lever is in position seven or position eight, the shift shaft is combined with the shift fork shaft corresponding to the reverse gear coupler.

[0010] When the car gear lever is in position one, the 6MT transmission is in first gear; when the car gear lever is in position two, the 6MT transmission is in second gear; when the car gear lever is in position three, the 6MT transmission is in third gear; when the car gear lever is in position four, the 6MT transmission is in fourth gear; when the car gear lever is in position five, the 6MT transmission is in fifth gear; when the car gear lever is in position six, the 6MT transmission is in sixth gear; when the car gear lever is in position seven, the 6MT transmission is in reverse gear; when the car gear lever is in position eight or nine or ten or eleven, the 6MT transmission is in neutral. Summary of the invention

[0011] The present invention provides a 6MT transmission structure, which can flexibly arrange the positions of some gears in the transmission housing according to needs, thereby effectively improving the rationality of the internal structure layout of the transmission housing and improving the overall weight balance without increasing or reducing the size of the transmission housing, and can reduce the position limitations of some components in the transmission housing and improve the utilization efficiency and effect of the space in the transmission housing.

[0012] In order to achieve the above object, the present invention adopts the following technical solutions:

[0013] A 6MT transmission structure, comprising a transmission housing, a first and second gear synchronizer, a third and fourth gear synchronizer, a fifth and sixth gear synchronizer, a reverse gear coupler, an interlocking plate, a plurality of adsorption magnets, four shift fork shafts, a shift main shaft hole provided on the transmission housing, a shift oil seal provided on the shift main shaft hole, and a shift shaft passing through the shift oil seal, wherein the shift fork shaft is provided with a push groove, the shift shaft is provided with a shift fork pusher that can cooperate with the push groove, the first and second gear synchronizer comprises a coupling sleeve, the third and fourth gear synchronizer comprises a coupling sleeve, the fifth and sixth gear synchronizer comprises a coupling sleeve, the reverse gear coupler comprises a coupling sleeve, the coupling sleeve corresponds to the shift fork shaft one by one, at least one coupling sleeve is provided with a movable gate fork, and the remaining coupling sleeves are provided with fixed gate forks;

[0014] For the combination sleeve with a movable gate fork, in the corresponding combination sleeve and fork shaft: the movable gate fork includes a gate fork body, a gate fork shaft fixed to the transmission housing, a shifting groove opened at the top of the gate fork body, a lower arc head rod fixed to the shifting fork shaft and a sliding key shaft provided on the gate fork body, the gate fork body is provided with an axis hole, the gate fork shaft and the axis hole are rotatably matched, the lower end of the lower arc head rod is in the shifting groove, the gate fork body is provided with an upper and lower sliding keys slidably connected to the combination sleeve, the upper and lower sliding keys are rotatably connected to the sliding key shaft, and the shifting groove, the axis hole and the sliding key shaft are arranged in sequence from top to bottom;

[0015] For a shift fork shaft provided with a fixed gate fork, in the corresponding coupling sleeve and the shift fork shaft: the fixed gate fork is fixed to the coupling sleeve via a connecting block, and the fixed gate fork is fixed to the shift fork shaft.

[0016] Preferably, the first and second gear synchronizer, the third and fourth gear synchronizer, the fifth and sixth gear synchronizer, the reverse gear coupler and the shift main shaft hole are arranged in sequence along the axial direction of the shift shaft, a movable door fork is provided on the coupling sleeve of the third and fourth gear synchronizer, a fixed door fork is provided on the coupling sleeve of the first and second gear synchronizer, and the interlocking plate is located between the first and second gear synchronizer and the third and fourth gear synchronizer.

[0017] Preferably, a movable gate fork is provided on the coupling sleeve of the fifth and sixth gear synchronizer, and a movable gate fork is provided on the coupling sleeve of the reverse gear coupler.

[0018] Preferably, the transmission housing is provided with a protective pin bolt which is threadedly matched with the transmission housing and sealedly connected thereto, an iron ring which is sleeved on the outside of the shift shaft is provided next to the shift main shaft hole, a disconnection notch is provided at the bottom of the iron ring, a transverse fixed shaft which is perpendicular to the shift shaft is fixed on the transmission housing, the iron ring is rotatably connected to the transverse fixed shaft, the iron ring is provided with two side blocks which are located on opposite sides of the iron ring, a shifting space is formed between the two side blocks, a shifting pin for shifting the side block is provided on the shift shaft, one of the adsorption magnets is fixed at the bottom of the positioning pin bolt, the adsorption magnet fixed at the bottom of the positioning pin bolt is named as a protective magnet, the protective magnet is located in the transmission housing, and the upper end of the iron ring can be in sliding contact with the protective magnet;

[0019] When the gear position is neutral: one side block, the detent pin and the other side block are arranged in sequence along the axial direction of the shift shaft, the detent pin is separated from the side block, the iron ring contacts the protective magnet, and the protective magnet, the iron ring and the shift main shaft hole are arranged in sequence along the axial direction of the shift shaft;

[0020] When the gear is 1st, 2nd, 3rd, 4th, 5th or 6th gear: the detent pin is separated from the detent space, and the iron ring contacts the protective magnet;

[0021] When the gear is in reverse gear: the upper end of the detent pin is in the shifting space, the detent pin contacts one of the side blocks, and the iron ring is separated from the protective magnet.

[0022] Preferably, the transmission housing is provided with a plurality of locating pins which are threadedly matched with the transmission housing and sealedly connected, and a large locating groove is provided on the shift fork shaft, and the locating pins correspond to the large locating grooves one by one. In the corresponding locating pins and large locating grooves: the locating pin is provided with a locating bolt groove opening inside the transmission housing, the locating bolt groove is provided with a locating top spring and a locating ball which slidably matches with the locating bolt groove, one end of the locating top spring is relatively fixed to the locating bolt groove, and the other end of the locating spring is relatively fixed to the locating ball; a double bevel protrusion and a locating top groove arranged on the top of the double bevel protrusion are provided in the locating groove, the double bevel protrusion divides the large locating groove into a front locating end groove and a rear locating end groove which are symmetrically arranged along the double bevel protrusion, the double bevel protrusion has a front bevel and a rear bevel which are symmetrically arranged along the locating top groove, and the locating ball can be pressed in the front locating end groove, the locating top groove or the rear locating end groove, and the rear locating end groove, the rear bevel, the locating top groove, the front bevel, the front locating end groove and the shift main shaft hole are arranged in sequence along the axial direction of any shift fork shaft.

[0023] Preferably, the transmission housing is provided with a plurality of guide pins which are threadedly matched with the transmission housing and sealedly connected, a large guide groove is provided on the shift shaft, a guide pin is provided with a guide bolt groove opening in the transmission housing, a guide top spring and a guide slide which slides with the guide bolt groove being provided on the guide bolt groove, one end of the guide top spring is relatively fixed with the guide bolt groove, and the other end of the guide spring is relatively fixed with the guide slide, a double slope protrusion and a guide top groove arranged on the top of the double slope protrusion are provided in the guide groove, the double slope protrusion divides the guide groove into a front guide end groove and a rear guide end groove which are symmetrically arranged along the double slope protrusion, the double slope protrusion has a front slope surface and a rear slope surface which are symmetrically arranged along the guide top groove, and a guide ball which can be pressed in the front guide end groove, the guide top groove or the rear guide end groove is provided on the guide slide, and the rear guide end groove, the rear slope surface, the guide top groove, the front slope surface, the front guide end groove and the shift main shaft hole are arranged in sequence along the axial direction of the shift shaft.

[0024] Preferably, the guide ball is arranged on the slide seat through a rolling friction limiting structure, the rolling friction limiting structure includes a pocket groove arranged on the guide slide seat and a plurality of balls arranged in the pocket groove, a part of the guide ball is in the pocket groove, the ball contacts the pocket groove wall, the ball contacts the guide ball, the pocket groove opening diameter is smaller than the guide ball diameter, and the center of the guide ball is in the pocket groove.

[0025] The beneficial effects of the present invention are as follows: the positions of some gears in the transmission housing can be flexibly arranged according to needs, and the rationality of the internal structural layout of the transmission housing and the overall weight balance can be effectively improved without increasing or reducing the size of the transmission housing, and the position limitations of some components in the transmission housing can be reduced, and the utilization efficiency and effect of the space in the transmission housing can be improved; by setting a movable gate fork, relatively large gears can be kept away from the interlocking plate, and relatively small gears can be kept close to the interlocking plate, so that the axial space can be better utilized under the premise of preventing interference, thereby optimizing the layout and saving the overall space; by setting a movable gate fork, the "reverse gear shift" can be made, so that the reverse gear moving gear and the reverse gear fixed gear can be shifted. The position of the wheel and other structures is more compact, which improves the space utilization effect; the use of iron ring magnetic conductivity and the position switching between the iron ring and the protective magnet solves the defect that traditional adsorption magnets are not suitable for being set at a relatively high position. In this way, it can not only adsorb and protect the shift shaft near the shift main shaft hole to prevent a large amount of iron filings from reaching the shift oil seal and causing negative impact on the shift oil seal, but also use the structural characteristics of the transmission and the car movement logic to automatically clean up the iron filings at specific positions within a reasonable time period; it has a positioning and guiding structure, which can provide suitable positioning for the shift shaft and the fork shaft, and the front bevel, front slope, rear bevel, and rear slope can play a role of continuous guidance, making the shift positioning process smoother. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the structure of the present invention;

[0027] Figure 2 yes Figure 1 The enlarged view of point A in the middle;

[0028] Figure 3 yes Figure 1 The enlarged view of point B in the middle;

[0029] Figure 4 yes Figure 1 Enlarged view of point C in the middle;

[0030] Figure 5 It is a structural schematic diagram of the iron ring of the present invention;

[0031] Figure 6 It is a schematic diagram of the structure of the shift shaft, each shift fork shaft and each coupling sleeve of the present invention;

[0032] Figure 7 yes Figure 6 The enlarged view of point D in the middle;

[0033] Figure 8 yes Figure 6 Schematic diagram of the local structure;

[0034] Fig. 9 It is a partial exploded view of a movable door fork of the present invention;

[0035] Fig.10 It is a schematic diagram of the structure of the shift shaft and each shift fork shaft of the present invention;

[0036] Fig.11 It is a partial structural schematic diagram of the present invention;

[0037] Fig.12 It is a structural schematic diagram of the gear shift panel;

[0038] Fig.13 It is a structural schematic diagram of the iron ring and the protective magnet after the reverse gear is engaged in the present invention;

[0039] Fig.14 It is a structural schematic diagram of the positioning pin and the positioning large groove of the present invention;

[0040] Fig.15 It is a structural schematic diagram of the guide pin and the guide large groove of the present invention.

[0041] Figure numerals: transmission housing 1, shift spindle hole 1a, shift oil seal 101, coupling sleeve 201, movable gate fork 202, shift groove 202a, gate fork body 202.1, shaft hole 202.1a, lower arc head rod 202.2, slide key shaft 202.3, upper and lower slide keys 202.4, fixed gate fork 203, first and second gear synchronizer 2.12, third and fourth gear synchronizer 2.34, fifth and sixth gear synchronizer 2.56, reverse gear coupler 2.70, interlocking plate 3, shift fork shaft 4, push groove 4a, shift shaft 5, shift fork pusher 501, shift fork coupling 501.1, protective pin 6, iron ring 601, disconnection gap 60 1a, transverse fixed axis 602, side block 603, push pin 604, protective magnet 605, positioning pin 7, positioning pin slot 7a, front positioning end slot 7.1, rear positioning end slot 7.2, positioning top spring 701, positioning ball 702, double slope protrusion 703, front slope 703.1, rear slope 703.2, guide pin 8, guide pin slot 8a, front guide end slot 8.1, rear guide end slot 8.2, guide top spring 801, guide slide 802, pocket slot 802a, ball 802.1, double slope protrusion 803, front slope 803.1, rear slope 803.2, guide ball 804, gear shift panel 9. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only 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 those skilled in the art without creative work are within the scope of protection of the present invention.

[0043] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 8 , Fig. 9 , Fig.12 As shown, a 6MT transmission structure includes a transmission housing 1, a first and second gear synchronizer 2.12, a third and fourth gear synchronizer 2.34, a fifth and sixth gear synchronizer 2.56, a reverse gear coupler 2.70, an interlocking plate 3, a plurality of adsorption magnets, four shift fork shafts 4, a shift main shaft hole 1a provided on the transmission housing 1, a shift oil seal 101 provided on the shift main shaft hole 1a, and a shift shaft 5 passing through the shift oil seal 101, wherein the shift fork shaft 4 is provided with a push groove 4a, and the shift The shaft 5 is provided with a shift fork pusher 501 which can cooperate with the push groove 4a, the first and second gear synchronizer 2.12 includes a coupling sleeve 201, the third and fourth gear synchronizer 2.34 includes a coupling sleeve 201, the fifth and sixth gear synchronizer 2.56 includes a coupling sleeve 201, and the reverse gear coupler 2.70 includes a coupling sleeve 201. The coupling sleeves 201 correspond to the shift fork shaft 4 one by one, at least one coupling sleeve 201 is provided with a movable gate fork 202, and the remaining coupling sleeves 201 are provided with fixed gate forks 203;

[0044] For the coupling sleeve 201 provided with a movable gate fork 202, in the corresponding coupling sleeve 201 and the shift fork shaft 4: the movable gate fork 202 includes a gate fork body 202.1, a gate fork shaft fixed to the transmission housing 1, a shifting groove 202a opened at the top of the gate fork body 202.1, a lower arc head rod 202.2 fixed to the shift fork shaft 4 and a sliding key shaft 202.3 provided on the gate fork body 202.1, an axis hole 202.1a is provided on the gate fork body 202.1, the gate fork shaft and the axis hole 202.1a are rotatably matched, the lower end of the lower arc head rod 202.2 is in the shifting groove 202a, the gate fork body 202.1 is provided with an upper and lower sliding key 202.4 slidably connected to the coupling sleeve 201, the upper and lower sliding keys 202.4 are rotatably connected to the sliding key shaft 202.3, and the shifting groove 202a, the axis hole 202.1a and the sliding key shaft 202.3 are arranged in sequence from top to bottom;

[0045] For the fork shaft 4 provided with the fixed gate fork 203 , in the corresponding coupling sleeve 201 and the fork shaft 4 : the fixed gate fork 203 is fixed to the coupling sleeve 201 , and the fixed gate fork 203 is fixed to the fork shaft 4 .

[0046] by Fig.10 The right side of the shift shaft 5 is the front in the perspective. Fig.10 In the perspective, the left side of the shift shaft 5 is the rear side for auxiliary explanation. Fig.12 It is a schematic diagram of the structure of the gear panel. For example, in the traditional mode, the first case: when the car gear lever is at position nine on the gear panel 9, the shift shaft 5 is combined with the fork shaft 4 corresponding to the first and second gear synchronizer 2.12. At this time, if the shift shaft 5 moves forward, the first gear will be engaged, which means that the first gear moving gear must be in front of the first and second gear synchronizer. The second case: when the car gear lever is at position nine on the gear panel, the shift shaft 5 is combined with the fork shaft 4 corresponding to the first and second gear synchronizer 2.12. At this time, if the shift shaft 5 moves backward, the second gear will be engaged, which means that the second gear moving gear must be behind the first and second gear synchronizer. The same applies to the other gears, that is, the third gear moving gear must be in front of the third and fourth gear synchronizer, the fourth gear moving gear must be behind the third and fourth gear synchronizer, the fifth gear moving gear must be in front of the fifth and sixth gear synchronizer, the sixth gear moving gear must be behind the fifth and sixth gear synchronizer, and so on.

[0047] As we know, the gear ratios of each gear are different, so the sizes of each moving gear and each fixed gear are different, and some of the differences are very large. For example, the relatively large gear diameter of the first gear moving gear and the first gear fixed gear is R1, and the relatively large gear diameter of the second gear moving gear and the second gear fixed gear is R2, R1>R2 (the first gear has the largest gear ratio), and the fifth gear moving gear and the fifth gear fixed gear are the same size (in the 6MT transmission, the fifth gear is usually used as the direct gear). In the traditional mode, when designing the transmission, if there are too many large gears in a local area and they occupy the space of other necessary structures (such as the interlocking plate 3, etc.), then the only way to solve this problem is to increase the size of the local area of ​​the transmission housing 1, or to use other necessary structures with smaller sizes, which is very costly in reality (many structures and parts are standard parts or general parts. If new parts are specially designed, molded, and processed, the unnecessary cost is too high; in addition, in many cases, the layout in the engine compartment itself is also very reasonable and compact. At this time, if you want to increase the local size of the transmission housing 1, it will affect the whole body).

[0048] In the present invention, when necessary, a part of the fixed fork 203 can be replaced with the movable fork 202, so that the position of each gear can be flexibly adjusted without increasing the transmission housing 1, so as to ensure that the internal layout of the transmission housing 1 is compact and reasonable as much as possible, and does not occupy the space of other necessary structures. As for why the transmission housing 1 does not need to be increased after the fixed fork 203 is replaced by the movable fork 202, it is because, compared with the fixed fork 203, the structures added by the movable fork 202 are either set in the original structure, such as the pull groove 202a, or are set between the fork body 202.1 and the coupling sleeve 201, such as the upper and lower slide keys 202.4, or can be set without adding additional space, such as the slide key shaft 202.3 and the fork shaft. Therefore, compared with the layout difficulties caused by the limited positions of each gear, the setting of the movable fork 202 is much easier, and the layout flexibility brought by the movable fork 202 will be further explained later.

[0049] like Figure 8 From the perspective of perspective, when the shift fork shaft 4 moves to the right (along its own axial direction), the lower arc head rod 202.2 will push the door fork body 202.1 to rotate along the door fork shaft (rotate along the axis of the shaft hole 202.1a), the upper end of the door fork shaft moves to the right and the lower end of the door fork shaft moves to the left, so that the coupling sleeve 201 of the synchronizer or the coupling sleeve 201 of the reverse gear coupler 2.70 also moves to the left, which is equivalent to the synchronizer being able to move in the opposite direction of the shift fork shaft 4 (and as recorded and exemplified in the previous text, in the traditional mode, the synchronizer can only move in the same direction as the shift fork shaft 4). In this way, the two moving gears arranged in front and behind the synchronizer can exchange positions (the fixed gear meshing with the moving gear also exchanges positions, because the moving gear must mesh with the corresponding fixed gear), so that whether the large gear of the two moving gears is arranged in front of or behind the synchronizer can be adjusted. In this way, the flexibility of the layout is greatly improved.

[0050] In the present invention, the shift fork push member 501 includes two shift fork coupling members 501.1 that can cooperate with the pushing groove 4a. Among the four pushing grooves 4a of the four shift fork rods, at most only one pushing groove 4a will cooperate with the shift fork coupling member 501.1 at a time. The so-called cooperation between the pushing groove 4a and the shift fork coupling member 501.1 means that a part of the shift fork coupling member 501.1 extends into the pushing groove 4a, which is the so-called "shift shaft 5 is combined with the shift fork shaft 4". In this way, when the shift shaft 5 moves axially, the shift fork rod where the push groove 4a is located will be driven to move through the shift fork coupling member 501.1 that has a part extending into a pushing groove 4a.

[0051] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 6 , Fig.10 , Fig.11 As shown, the first and second gear synchronizer 2.12, the third and fourth gear synchronizer 2.34, the fifth and sixth gear synchronizer 2.56, the reverse gear coupler 2.70 and the shift spindle hole 1a are arranged in sequence along the axial direction of the shift shaft 5, the coupling sleeve 201 of the third and fourth gear synchronizer 2.34 is provided with a movable door fork 202, the coupling sleeve 201 of the first and second gear synchronizer 2.12 is provided with a fixed door fork 203, and the interlocking plate 3 is located between the first and second gear synchronizer 2.12 and the third and fourth gear synchronizer 2.34.

[0052] As mentioned in the background technology, the function of the interlocking plate 3 is to prevent two gears from being engaged at the same time or the gears from being engaged randomly. The interlocking plate 3 is a necessary structure mentioned in the previous text, and the size of the interlocking plate 3 is relatively large (much larger than the relatively large gear in the first gear moving gear and the first gear fixed gear). Near the front and rear sides of the interlocking plate 3, if the relatively large gears can be reduced as much as possible and replaced with relatively small gears, it will be more conducive to the layout of the interlocking plate 3 (large gears easily encroach on the space of the interlocking plate 3 and the supporting structure of the interlocking plate 3, so more margin may need to be left between the large gears and the interlocking plate 3 and the supporting structure of the interlocking plate 3, and overall they will occupy more space in the transmission housing 1). In the present invention, a movable gate fork 202 is provided on the coupling sleeve 201 of the third- and fourth-gear synchronizer 2.34, which means that the third- and fourth-gear gears are "shifted" in the transmission housing 1, that is, the third-gear moving gear and the third-gear fixed gear should originally be near one side of the interlocking plate 3, but now the fourth-gear moving gear and the fourth-gear fixed gear are near one side of the interlocking plate 3, and the relatively larger gear diameter among the third-gear moving gear and the third-gear fixed gear is R3, and the relatively larger gear diameter among the fourth-gear moving gear and the fourth-gear fixed gear is R4, R3>R4 (the third-gear gear ratio is greater than the fourth-gear gear ratio), which means that the largest gear among the third-gear moving gear, the third-gear fixed gear, the fourth-gear moving gear, and the fourth-gear fixed gear is away from the interlocking plate 3. In this way, compared with the fourth-gear moving gear and the fourth-gear fixed gear, , the third gear moving gear and the third gear fixed gear are less likely to encroach on the necessary space required for the interlocking plate 3 and the supporting structure of the interlocking plate 3. Theoretically, under the premise that the structures and actions do not interfere with each other, compared with the combination of the third gear moving gear and the third gear fixed gear, the combination of the fourth gear moving gear and the fourth gear fixed gear can be arranged closer to the interlocking plate 3, which also provides conditions for saving overall space and optimizing the layout. The fixed gate fork 203 is also provided on the combining sleeve 201 of the first and second gear synchronizer 2.12 for the same reason, that is, the second gear moving gear and the second gear fixed gear are near the other side of the interlocking plate 3, which means that the largest gear among the first gear moving gear, the first gear fixed gear, the second gear moving gear and the second gear fixed gear is far away from the interlocking plate 3.

[0053] like Figure 1 , Figure 6 As shown, a movable gate fork 202 is provided on the coupling sleeve 201 of the fifth and sixth gear synchronizer 2.56, and a movable gate fork 202 is provided on the coupling sleeve 201 of the reverse gear coupler 2.70.

[0054] The coupling sleeve 201 of the reverse gear coupling 2.70 is provided with a movable gate fork 202. Figure 1 , Figure 3 , Figure 6 From the perspective, it means that the reverse gear moving gear and the reverse gear fixed gear are both arranged on the relatively left side. Compared with other synchronizers, the reverse gear coupler 2.70 is relatively special. There is no other set of moving gears and fixed gears on its right side, and there is no large structure such as the interlocking plate 3 on its left side that needs to be avoided. Therefore, if the left space can be fully utilized and the demand for the right space can be reduced as much as possible, the space occupied can be saved as a whole. Therefore, by setting the movable door fork 202, the "reverse gear shift" in the transmission housing 1 can be made full use of the space on the left side of the reverse gear coupler 2.70, saving the space required for the right side of the reverse gear coupler 2.70 in the transmission housing 1, thereby saving the overall space required for the transmission housing 1.

[0055] like Figure 1 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Fig.13 As shown, the transmission housing 1 is provided with a protective pin 6 which is threadedly matched with the transmission housing 1 and is sealed, an iron ring 601 which is sleeved on the outside of the shift shaft 5 is provided next to the shift main shaft hole 1a, and a disconnection notch 601a is provided at the bottom of the iron ring 601, a transverse fixed shaft 602 which is perpendicular to the shift shaft 5 is fixed on the transmission housing 1, the iron ring 601 is rotatably connected to the transverse fixed shaft 602, two side blocks 603 which are located on opposite sides of the iron ring 601 are provided on the iron ring 601, and a shifting space is formed between the two side blocks 603, and a shifting pin 604 for shifting the side block 603 is provided on the shift shaft 5, one of the adsorption magnets is fixed at the bottom of the positioning pin 7, and the adsorption magnet fixed at the bottom of the positioning pin 7 is named as a protective magnet 605, and the protective magnet 605 is located in the transmission housing 1, and the upper end of the iron ring 601 can be in sliding contact with the protective magnet 605;

[0056] When the gear position is neutral: one edge block 603, the detent pin 604 and the other edge block 603 are sequentially arranged along the axial direction of the shift shaft 5, the detent pin 604 is separated from the edge block 603, the iron ring 601 contacts the protective magnet 605, and the protective magnet 605, the iron ring 601 and the shift spindle hole 1a are sequentially arranged along the axial direction of the shift shaft 5;

[0057] When the gear position is the first gear, the second gear, the third gear, the fourth gear, the fifth gear or the sixth gear: the detent pin 604 is separated from the detent space, and the iron ring 601 contacts the protective magnet 605;

[0058] When the gear position is reverse gear: the upper end of the detent pin 604 is in the shifting space, the detent pin 604 contacts one of the side blocks 603 , and the iron ring 601 is separated from the protective magnet 605 .

[0059] It is stated in the background technology that "the adsorption magnet is usually arranged in the oil pan of the transmission housing 1 to absorb iron filings generated by the wear of gears and other structures to prevent excessive iron filings in the transmission oil in the transmission housing 1. Excessive iron filings will cause the working effect of structures such as the oil pump to deteriorate. Excessive iron filings may also cause a large amount of iron filings to enter the sealing ring, oil seal and other structures, affecting the service life and stability of the working process". There are three main ways for the transmission oil to move. One is that the oil pump drives the transmission oil to circulate. The second is that the gears move the transmission oil when working, causing the transmission oil to splash upward. The third is that the transmission oil shakes and transfers due to the speed change of the car. No matter which one, the iron filings will reach the bottom of the oil pan of the transmission housing after settling. This is one of the important reasons why "the adsorption magnet is usually arranged in the oil pan of the transmission housing 1".

[0060] Of course, it is impossible to arrange a large number of adsorption magnets in the oil pan of the transmission housing 1 (too heavy), so inevitably, there will still be a certain amount of "free" iron filings in the transmission oil, and new iron filings will continue to be generated as the working process proceeds. In addition, the transmission oil in the transmission housing is not full (too much transmission oil will cause too much resistance to gear movement, affecting energy consumption, power response, and power output), so how to provide the transmission oil required for lubrication and cooling to the upper structures in the transmission housing 1 is to rely on the method recorded above: when the gears are working, the transmission oil is moved up, causing the transmission oil to splash upwards, and the transmission oil is shaken and transferred due to the speed change of the car.

[0061] On this basis, when a part of the iron filings arrives at the shift shaft 5 near the shift main shaft hole 1a along with the upwardly splashed transmission oil, this part of the iron filings are easily driven by the shift shaft 5 into the shift main shaft hole 1a and contact the shift oil seal 101. As the shift shaft 5 continues to rotate and move (slide) relative to the shift oil seal 101, the shift oil seal 101 will be damaged faster (after the iron filings reach the mating point of the shift oil seal 101 and the shift shaft 5, the damage of the shift oil seal 101 will be accelerated). Is it feasible to set an adsorption magnet (named as a high-position magnet) near the shift shaft 5 and close to the shift spindle hole 1a? The answer is that it has some effect, but it also has obvious defects. The defect is: if you want the iron filings that reach or pass through the shift shaft 5 near the shift spindle hole 1a to be adsorbed by the high-position magnet, then the distance between the high-position magnet and the shift shaft 5 must be very small. In this way, the gap between the high-position magnet and the shift shaft 5 is also very small. Once some iron filings are adsorbed, the iron filings mixed with the transmission oil can easily fill the small gap between the high-position magnet and the shift shaft 5. In this way, the shift shaft 5 can drive its Part of the iron filings in the gear shift oil seal 101 has moved (driven by friction or extrusion). In this way, many iron filings that should have been attracted by the high-position magnet for a long time and separated from the shift shaft 5 are easily driven by the moving shift shaft 5 and moved to the position of contacting the shift oil seal 101. Therefore, in general, the protection effect of the shift oil seal 101 is quite limited, or the "effective protection period" is too short. If the distance between the high-position magnet and the shift shaft 5 is too large, then the protection effect of the high-position magnet on the shift oil seal 101 will immediately become very poor, and the iron filings will easily enter the shift spindle hole 1a, thereby causing a negative impact on the shift oil seal 101.

[0062] In view of the above reasons, in the present invention, firstly, an iron ring 601 is arranged close to the shift shaft 5 near the shift main shaft hole 1a, and magnetism is provided to the iron ring 601 through a protective magnet 605 (it is recorded in the previous text: the upper end of the iron ring 601 can be in sliding contact with the protective magnet 605). In this way, when iron filings arrive at the shift shaft 5 near the shift main shaft hole 1a along with the splashed transmission oil, they will be adsorbed by the iron ring 601. No matter how the shift shaft 5 moves, as long as it is not in reverse gear, the edge block 603 on the iron ring 601 cannot be moved by the push pin 604, so the protection effect on the shift oil seal 101 always exists (as long as it is not in reverse gear, although the push pin 604 will rotate and move with the shift shaft 5, it will never enter between the two edge blocks 603, that is, the moving space, so no matter how the gear is shifted, the edge block 603 will not be moved, and the iron ring 601 will always be stationary. The iron ring 601 is always magnetic, and naturally it can always play a protective role by magnetically absorbing iron filings).

[0063] Once the reverse gear is engaged, the vehicle speed is relatively low, the gearbox oil in the transmission housing 1 shakes less with the movement of the vehicle, the gear speed is relatively low, and the gearbox oil is not easy to splash, so there are very few or even no iron filings splashed or shaken to the iron ring 601 by the gearbox oil, and the adsorption demand for iron filings is relatively low at this time. Under this premise, in the present invention, combined with Fig.12 After the car gear lever moves left to position eight, the shift shaft 5 rotates and the upper end of the shift pin 604 enters the shifting space. At this time, the car gear lever moves forward and engages in reverse gear (the car gear lever moves forward from position eight to position seven). Figure 6 , the gear lever of the car drives the shift shaft 5 to move forward (move rightward along its own axis). During the forward movement, Figure 5 , Figure 6 , Figure 7 , the pin 604 will move one of the side blocks 603 and the iron ring 601 to rotate along the transverse fixed axis 602 until the gear is engaged in the reverse gear, and the iron ring 601 also rotates "in place": the iron ring 601 reaches the position as shown in FIG. Fig.13 , the iron ring 601 is separated from the protective magnet 605 and the iron ring 601 loses its magnetism, so the iron filings adsorbed on the iron ring 601 will fall off. In this way, it is equivalent to selecting the "moment when the adsorption demand for iron filings is relatively lowest" to automatically clean the iron filings on the iron ring 601. In this way, the "iron filings mixed with transmission oil can easily fill the small gap between the high-position magnet and the shift shaft 5" described in the previous article, resulting in a too short "effective protection period" (the reverse gear will be used many times during parking and starting, so the frequency of automatic cleaning of iron filings is still high, and the accumulated amount of iron filings between the shift shaft 5 and the iron ring 601 will not be large).

[0064] Moreover, in many cases, the car stops after the reverse gear is engaged, which also helps the iron filings falling from the iron ring 601 to have enough sedimentation time. Once they are settled, the possibility of being attracted by the adsorption magnet in the oil pan of the transmission housing 1 increases. In addition, in addition to the iron filings on the iron ring 601, they are often in contact with the splashed transmission oil, so a disconnection notch 601a is provided at the bottom of the iron ring 601. In this way, whenever the iron ring 601 loses its magnetism, the iron filings on the iron ring 601, especially the inner ring of the iron ring 601, are more likely to slide and drip along with the transmission oil, and fall into the oil pan of the transmission housing 1 through the disconnection notch 601a.

[0065] like Figure 6 , Fig.14As shown, the transmission housing 1 is provided with a plurality of positioning pins 7 which are threadedly matched with the transmission housing 1 and sealed, and the shift fork shaft 4 is provided with a large positioning groove, and the positioning pins 7 correspond to the large positioning grooves one by one, and in the corresponding positioning pins 7 and the large positioning grooves: the positioning pins 7 are provided with a positioning bolt groove 7a which opens inside the transmission housing 1, and the positioning bolt groove 7a is provided with a positioning top spring 701 and a positioning ball 702 which is slidably matched with the positioning bolt groove 7a, one end of the positioning top spring 701 is relatively fixed with the positioning bolt groove 7a, and the other end of the positioning spring is relatively fixed with the positioning ball 702, and the positioning large groove is provided with a double inclined surface protrusion 70 3 and a positioning top groove provided at the top of the double-slope protrusion 703, the double-slope protrusion 703 divides the large positioning groove into a front positioning end groove 7.1 and a rear positioning end groove 7.2 which are symmetrically arranged along the double-slope protrusion 703, the double-slope protrusion 703 has a front slope 703.1 and a rear slope 703.2 which are symmetrically arranged along the positioning top groove, the positioning ball 702 can be pressed in the front positioning end groove 7.1, the positioning top groove or the rear positioning end groove 7.2, the rear positioning end groove 7.2, the rear slope 703.2, the positioning top groove, the front slope 703.1, the front positioning end groove 7.1 and the shift main shaft hole 1a are arranged in sequence along the axial direction of the shift fork shaft 4.

[0066] The shift fork shafts 4 are arranged in parallel, and the shift fork shafts 4 are parallel to the shift shaft 5 , which is a common form in the prior art.

[0067] When the fork shaft 4 is driven by the shift shaft 5 to move axially, the fork shaft 4 usually needs to have three positioning positions. If it is the fork shaft 4 that drives the first and second gear synchronizers 2.12, it needs to have a first gear, a neutral gear (the gear lever of the car is in Fig.12 The three positioning positions of the middle position nine) and the second gear correspond to the front positioning end groove 7.1, the positioning top groove and the rear positioning end groove 7.2 respectively. If the fork shaft 4 drives the third and fourth gear synchronizer 2.34, it is necessary to have the third gear, the neutral gear (the car gear lever is in Fig.12 The three positioning positions of the middle position (ten) and the fourth gear correspond to the front positioning end groove 7.1, the positioning top groove and the rear positioning end groove 7.2 respectively. If the fork shaft 4 drives the fifth and sixth gear synchronizer 2.56, there needs to be a fifth gear, a neutral gear (the car gear lever is in Fig.12 The three positioning positions of the middle position eleven) and the sixth gear correspond to the front positioning end groove 7.1, the positioning top groove and the rear positioning end groove 7.2 respectively. If it is the fork shaft 4 that drives the reverse gear coupler 2.70, only the reverse gear and the neutral gear (the gear lever of the car is in Fig.12The shift fork shaft 4 has two positioning positions (middle position eight), but since the shift fork shaft 4 is universal, the shift fork shaft 4 can still provide the front positioning end groove 7.1, the positioning top groove and the rear positioning end groove 7.2 for corresponding, but the rear positioning end groove 7.2 does not work at this time, and only the front positioning end groove 7.1 and the positioning top groove are used. The positioning pin 7 is fixed on the transmission housing 1, and the positioning spring presses the positioning ball 702 into the positioning top groove, and the shift fork shaft 4 does not drive the synchronizer. At this time, when the shift shaft 5 drives the shift fork shaft 4 to move forward and backward, the double-bevel protrusion 703 will move forward and backward relative to the positioning ball 702. If the positioning ball 702 passes through the front bevel 703.1, it will push into the front positioning end groove 7.1 to achieve positioning. If the positioning ball 702 passes through the rear bevel 703.2, it will push into the rear positioning end groove 7.2 to achieve positioning.

[0068] like Fig.10 , Fig.15 As shown, the transmission housing 1 is provided with a plurality of guide pins 8 which are threadedly matched with the transmission housing 1 and sealed, the shift shaft 5 is provided with a large guide groove, the guide pin 8 is provided with a guide bolt groove 8a which opens inside the transmission housing 1, the guide bolt groove 8a is provided with a guide top spring 801 and a guide slide 802 which slides with the guide bolt groove 8a, one end of the guide top spring 801 is relatively fixed to the guide bolt groove 8a, and the other end of the guide spring is relatively fixed to the guide slide 802, the large guide groove is provided with a double slope protrusion 803 and a guide top groove provided on the top of the double slope protrusion 803, and the double The slope protrusion 803 divides the large guide groove into a front guide end groove 8.1 and a rear guide end groove 8.2 which are symmetrically arranged along the double slope protrusion 803. The double slope protrusion 803 has a front slope 803.1 and a rear slope 803.2 which are symmetrically arranged along the guide top groove. The guide slide 802 is provided with a guide ball 804 which can be pushed in the front guide end groove 8.1, the guide top groove or the rear guide end groove 8.2. The rear guide end groove 8.2, the rear slope 803.2, the guide top groove, the front slope 803.1, the front guide end groove 8.1 and the shift main shaft hole 1a are arranged in sequence along the axial direction of the shift shaft 5.

[0069] As mentioned above, the shift fork shaft 4 usually needs to have three positioning positions. The shift fork shaft 4 is driven by the shift shaft 5, so the shift shaft 5 also needs to have three positioning positions in the axial direction, which are the front guide end groove 8.1, the guide top groove and the rear guide end groove 8.2 in the present invention. The guide pin 8 is fixed on the transmission housing 1. When the guide spring presses the guide ball 804 into the guide top groove through the guide slide 802, the shift shaft 5 does not drive any shift fork shaft 4. When the shift shaft 5 drives a shift fork shaft 4 to move forward and backward, the double slope protrusion 803 will move forward and backward relative to the guide ball 804. If the guide ball 804 passes the front slope 803.1, it will push into the front guide end groove 8.1 to achieve positioning. If the guide ball 804 passes the rear slope 803.2, it will push into the rear guide end groove 8.2 to achieve positioning. In addition, the fork shaft 4 itself can also rotate back and forth at a certain small angle (to allow the fork pusher 501 to cooperate with different push grooves 4a to drive different fork shafts 4). When the guide ball 804 is pressed against the guide top groove, no matter what position the fork shaft 4 rotates to, the guide ball 804 will press against the guide top groove.

[0070] like Fig.15 As shown, the guide ball 804 is arranged on the slide seat through a rolling friction limiting structure, and the rolling friction limiting structure includes a pocket groove 802a arranged on the guide slide seat 802 and a plurality of balls 802.1 arranged in the pocket groove 802a, a part of the guide ball 804 is in the pocket groove 802a, the ball 802.1 is in contact with the groove wall of the pocket groove 802a, the ball 802.1 is in contact with the guide ball 804, the groove opening diameter of the pocket groove 802a is smaller than the diameter of the guide ball 804, and the center of the guide ball 804 is in the pocket groove 802a.

[0071] The pocket groove 802a, ball bearing 802.1 and other structures are used for mating contact, and part of the principle is similar to the ball bearing 802.1, that is, the sliding friction is converted into rolling friction. We know that compared with the fork shaft 4, the shift shaft 5 has a much higher working frequency (as long as the driver operates the car gear lever to move along the channel on the gear panel, the shift shaft 5 will move with it), and the shift shaft 5 has to rotate in addition to axial movement, so the use of rolling friction here can greatly reduce friction and wear, extend service life, and ensure the stability of the working process.

[0072] The embodiments of the present invention are described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A 6MT transmission structure, comprising a transmission housing (1), a first and second gear synchronizer (2.12), a third and fourth gear synchronizer (2.34), a fifth and sixth gear synchronizer (2.56), a reverse gear coupler (2.70), an interlocking plate (3), a plurality of adsorption magnets, four shift fork shafts (4), a shift main shaft hole (1a) provided on the transmission housing (1), a shift oil seal (101) provided on the shift main shaft hole (1a), and a shift shaft (5) passing through the shift oil seal (101), wherein the shift fork shaft (4) is provided with a pushing groove (4a), and the shift shaft ( 5) is provided with a shift fork pusher (501) that can cooperate with the push groove (4a), the first and second gear synchronizer (2.12) includes a coupling sleeve (201), the third and fourth gear synchronizer (2.34) includes a coupling sleeve (201), the fifth and sixth gear synchronizer (2.56) includes a coupling sleeve (201), and the reverse gear coupler (2.70) includes a coupling sleeve (201), the coupling sleeves (201) correspond to the shift fork shaft (4) one by one, at least one coupling sleeve (201) is provided with a movable gate fork (202), and the remaining coupling sleeves (201) are provided with fixed gate forks (203); Its characteristics are: For a coupling sleeve (201) provided with a movable gate fork (202), in the corresponding coupling sleeve (201) and the shift fork shaft (4): the movable gate fork (202) comprises a gate fork body (202.1), a gate fork shaft fixed to the transmission housing (1), a shift groove (202a) opened at the top of the gate fork body (202.1), a lower arc head rod (202.2) fixed to the shift fork shaft (4) and a sliding key shaft (202.3) provided on the gate fork body (202.1); the gate fork body (202 .1) is provided with an axis hole (202.1a), the door fork shaft and the axis hole (202.1a) are rotatably matched, the lower end of the lower arc head rod (202.2) is located in the pull groove (202a), the door fork body (202.1) is provided with an upper and lower sliding key (202.4) slidably connected to the combination sleeve (201), the upper and lower sliding keys (202.4) are rotatably connected to the sliding key shaft (202.3), and the pull groove (202a), the axis hole (202.1a) and the sliding key shaft (202.3) are arranged in sequence from top to bottom; For a shift fork shaft (4) provided with a fixed gate fork (203), in the corresponding coupling sleeve (201) and the shift fork shaft (4): the fixed gate fork (203) is fixed to the coupling sleeve (201) via a connecting block, and the fixed gate fork (203) is fixed to the shift fork shaft (4); The transmission housing (1) is provided with a protective pin (6) threadedly matched with the transmission housing (1) and sealed, an iron ring (601) sleeved on the outside of the shift shaft (5) is provided next to the shift main shaft hole (1a), a disconnection notch (601a) is provided at the bottom of the iron ring (601), a transverse fixed shaft (602) perpendicular to the shift shaft (5) is fixed to the transmission housing (1), the iron ring (601) is rotatably connected to the transverse fixed shaft (602), and the iron ring (601) is provided with two parts located in the iron ring (601) has side blocks (603) on opposite sides, and a shifting space is formed between the two side blocks (603). A shifting pin (604) for shifting the side blocks (603) is provided on the shift shaft (5), wherein one of the adsorption magnets is fixed to the bottom of the positioning pin (7), and the adsorption magnet fixed to the bottom of the positioning pin (7) is named as a protective magnet (605). The protective magnet (605) is located in the transmission housing (1), and the upper end of the iron ring (601) can be in sliding contact with the protective magnet (605); When the gear position is neutral: one side block (603), a detent pin (604) and another side block (603) are sequentially arranged along the axial direction of the gear shift shaft (5), the detent pin (604) is separated from the side block (603), the iron ring (601) contacts the protective magnet (605), and the protective magnet (605), the iron ring (601) and the gear shift main shaft hole (1a) are sequentially arranged along the axial direction of the gear shift shaft (5); When the gear position is the first gear, the second gear, the third gear, the fourth gear, the fifth gear or the sixth gear: the detent pin (604) is separated from the detent space, and the iron ring (601) contacts the protective magnet (605); When the gear position is reverse gear: the upper end of the detent pin (604) is in the detent space, the detent pin (604) contacts one of the edge blocks (603), and the iron ring (601) is separated from the protective magnet (605).

2. A 6MT transmission structure according to claim 1, characterized in that: The first and second gear synchronizers (2.12), the third and fourth gear synchronizers (2.34), the fifth and sixth gear synchronizers (2.56), the reverse gear coupler (2.70) and the shift main shaft hole (1a) are arranged in sequence along the axial direction of the shift shaft (5); a movable gate fork (202) is provided on the coupling sleeve (201) of the third and fourth gear synchronizer (2.34); a fixed gate fork (203) is provided on the coupling sleeve (201) of the first and second gear synchronizer (2.12); and an interlocking plate (3) is located between the first and second gear synchronizers (2.12) and the third and fourth gear synchronizers (2.34).

3. A 6MT transmission structure according to claim 1, characterized in that: A movable door fork (202) is provided on the coupling sleeve (201) of the fifth and sixth gear synchronizer (2.56), and a movable door fork (202) is provided on the coupling sleeve (201) of the reverse gear coupler (2.70).

4. A 6MT transmission structure according to claim 1, 2 or 3, characterized in that: The transmission housing (1) is provided with a plurality of positioning pins (7) which are threadedly matched with the transmission housing (1) and sealedly connected. A large positioning groove is provided on the shift fork shaft (4). The positioning pins (7) correspond to the large positioning grooves one by one. In the corresponding positioning pins (7) and the large positioning grooves: the positioning pins (7) are provided with positioning bolt grooves (7a) which open into the transmission housing (1). The positioning bolt grooves (7a) are provided with positioning top springs (701) and positioning balls (702) which are slidably matched with the positioning bolt grooves (7a). One end of the positioning top spring (701) is fixed relative to the positioning bolt groove (7a), and the other end of the positioning spring is fixed relative to the positioning ball (702). The large positioning grooves are provided with double inclined protrusions (703) and a positioning ball (702) which is provided with a positioning spring (701). A positioning top groove is formed at the top of the double-bevel protrusion (703), the double-bevel protrusion (703) divides the large positioning groove into a front positioning end groove (7.1) and a rear positioning end groove (7.2) which are symmetrically arranged along the double-bevel protrusion (703), the double-bevel protrusion (703) has a front bevel (703.1) and a rear bevel (703.2) which are symmetrically arranged along the positioning top groove, the positioning ball (702) can be placed in the front positioning end groove (7.1), the positioning top groove or the rear positioning end groove (7.2), the rear positioning end groove (7.2), the rear bevel (703.2), the positioning top groove, the front bevel (703.1), the front positioning end groove (7.1) and the shift main shaft hole (1a) are arranged in sequence along the axial direction of any shift fork shaft (4).

5. A 6MT transmission structure according to claim 1, 2 or 3, characterized in that: The transmission housing (1) is provided with a plurality of guide pins (8) threadedly matched with the transmission housing (1) and sealedly connected, a large guide groove is provided on the shift shaft (5), a guide pin groove (8a) opening into the transmission housing (1) is provided on the guide pin groove (8a), a guide top spring (801) and a guide slide seat (802) slidably matched with the guide pin groove (8a) are provided on the guide pin groove (8a), one end of the guide top spring (801) is relatively fixed to the guide pin groove (8a), and the other end of the guide spring is relatively fixed to the guide slide seat (802), a double slope protrusion (803) and a guide top groove provided on the top of the double slope protrusion (803) are provided in the large guide groove, and the double slope protrusion (801) and the guide top groove are provided on the top of the double slope protrusion (803). The lifting (803) divides the large guide groove into a front guide end groove (8.1) and a rear guide end groove (8.2) symmetrically arranged along the double slope protrusion (803); the double slope protrusion (803) has a front slope surface (803.1) and a rear slope surface (803.2) symmetrically arranged along the guide top groove; a guide ball (804) capable of being seated in the front guide end groove (8.1), the guide top groove or the rear guide end groove (8.2) is provided on the guide slide seat (802); the rear guide end groove (8.2), the rear slope surface (803.2), the guide top groove, the front slope surface (803.1), the front guide end groove (8.1) and the shift main shaft hole (1a) are sequentially arranged along the axial direction of the shift shaft (5).

6. A 6MT transmission structure according to claim 5, characterized in that: The guide ball (804) is arranged on the slide seat via a rolling friction limiting structure, the rolling friction limiting structure comprising a pocket groove (802a) arranged on the guide slide seat (802) and a plurality of balls (802.1) arranged in the pocket groove (802a), a portion of the guide ball (804) is located in the pocket groove (802a), the balls (802.1) are in contact with the groove wall of the pocket groove (802a), the balls (802.1) are in contact with the guide ball (804), the groove opening diameter of the pocket groove (802a) is smaller than the diameter of the guide ball (804), and the center of the guide ball (804) is located in the pocket groove (802a).

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