Multi-gear angle transmission speed changer

Abstract

An angle driver with a fixed speed ratio is arranged at the front end of a main transmission, the angle driver comprises an input shaft, the input shaft is directly connected with a driving shaft of the main transmission through a bevel gear set, and the main transmission is further provided with a driven shaft. A group of reverse gear pairs, a plurality of groups of forward gear pairs and corresponding gear shifting gear sleeves are arranged on the driving shaft and the driven shaft; and the rear end of the driven shaft is in transmission connection with an output shaft of the main transmission. Due to the fact that the angle transmission only has a fixed speed ratio, a gear shifting device is not needed, the structure of the angle transmission is simplified, and arrangement of the whole vehicle is more convenient.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive transmissions, and particularly to a multi-gear angular transmission. Background Art

[0002] The existing right-angle transmission for motor vehicles in the prior art realizes right-angle power transmission by adding a two-gear angular transmission auxiliary transmission in front of a traditional five-gear transmission. In the whole vehicle, the input shaft of the traditional transmission is directly connected to the engine. The gear ratios of each gear of the transmission are reasonably matched with the main reduction ratio of the rear axle to meet the performance requirements of the whole vehicle for starting from low speed and driving at medium and high speeds. The speed reduction and torque increase amplitude from the output speed of the motor vehicle engine matched by the angular transmission to the output end of the clutch is very large (about a speed ratio of 2). It is very difficult for the total speed ratio after the combination of the speed ratio steps of the traditional five-gear transmission and the speed ratio of the angular transmission auxiliary box to match the whole vehicle. Therefore, when adding an angular transmission auxiliary transmission at the front end of the transmission, two speed ratios need to be designed and matched with the main transmission to meet the matching of the whole vehicle. In this way, a set of shifting devices needs to be added to the angular transmission auxiliary box, and 10 forward gear ratios are combined with the main box. Half of them are overlapped in actual use, which is still equivalent to a five-gear gearbox. This kind of gearbox not only has complex operation, but also has low transmission efficiency and high production cost. Summary of the Invention

[0003] The purpose of the present invention is to solve the problem that it is very difficult for the total speed ratio after the combination of the speed ratio steps of the transmission in the prior art and the speed ratio of the angular transmission auxiliary box to match the whole vehicle. When adding an angular transmission auxiliary transmission at the front end of the transmission, two speed ratios need to be designed and matched with the main transmission to meet the matching of the whole vehicle. A set of shifting devices needs to be added to the angular transmission auxiliary box, which not only has a complex structure, but also has the problem of overlapping speed ratios. The present invention provides a multi-gear angular transmission, which reduces a set of shifting control devices, simplifies the structure of the angular transmission, has high transmission efficiency, is convenient for operation and reduces the production cost.

[0004] The technical solution adopted by the present invention to solve the above technical problems is a multi-gear angular transmission, including a main transmission. A fixed-speed-ratio angular transmission is provided at the front end of the main transmission. The angular transmission includes an input shaft, and the input shaft is directly connected to the driving shaft of the main transmission through a bevel gear set. The main transmission also has a driven shaft. A set of reverse gear pairs, several sets of forward gear pairs and corresponding shifting sleeves are provided on the driving shaft and the driven shaft. The rear end of the driven shaft is in transmission connection with the output shaft of the main transmission. The present invention adopts a multi-gear design to provide multiple forward gears and one reverse gear to meet the power requirements under different working conditions; the angular transmission mechanism realizes the change of the power transmission direction through the bevel gear set to adapt to different structural layouts; the angular transmission adopts a fixed-speed-ratio design, which simplifies the system, does not require a shifting device, simplifies the structure of the angular transmission, and is more convenient for the layout of the whole vehicle. The speed ratio steps of multiple forward gears can be optimized and subdivided, and more Preferably, a driving spiral bevel gear is provided on the input shaft, and a driven spiral bevel gear is provided on the driving shaft. The driving spiral bevel gear and the driven spiral bevel gear mesh to form a constant-mesh gear pair for angular drive, and the included angle between the input shaft and the driving shaft is 90°.

[0005] Preferably, the reverse gear pair is arranged on one side of the main transmission closer to the angular driver, and a climbing gear pair is arranged on the side of the reverse gear pair away from the angular driver. A climbing gear / reverse gear seat and a climbing gear / reverse gear sleeve are provided between the reverse gear pair and the climbing gear pair, and the climbing gear / reverse gear seat and the climbing gear / reverse gear sleeve are arranged on the driven shaft.

[0006] Further, a second-gear pair is arranged on the side of the climbing gear pair away from the reverse gear pair, and a first-gear pair is arranged on the side of the second-gear pair away from the climbing gear pair. A first / second-gear seat and a first / second-gear sleeve are provided between the second-gear pair and the first-gear pair, and the first / second-gear seat and the first / second-gear sleeve are arranged on the driven shaft.

[0007] Further, a fourth-gear pair is arranged on the side of the first-gear pair away from the second-gear pair, and a third-gear pair is arranged on the side of the fourth-gear pair away from the first-gear pair. A third / fourth-gear seat and a third / fourth-gear sleeve are provided between the fourth-gear pair and the third-gear pair, and the third / fourth-gear seat and the third / fourth-gear sleeve are arranged on the driving shaft.

[0008] Further, a sixth-gear pair is arranged on the side of the third-gear pair away from the fourth-gear pair, and a fifth-gear pair is arranged on the side of the sixth-gear pair away from the third-gear pair. A fifth / sixth-gear seat and a fifth / sixth-gear sleeve are provided between the sixth-gear pair and the fifth-gear pair, and the fifth / sixth-gear seat and the fifth / sixth-gear sleeve are arranged on the driving shaft.

[0009] Preferably, the fifth-gear pair and the output shaft are in a constant-mesh structure. When the fifth / sixth-gear sleeve engages with the sixth-gear pair, the rotational speed of the output shaft is greater than that of the driving shaft.

[0010] Preferably, a clutch is provided on the input shaft, and a clutch release arm and a release bearing are provided on the clutch.

[0011] Preferably, the driving shaft is of a two-section structure, including a front driving shaft and a rear driving shaft. The front end of the front driving shaft is arranged on the housing of the angular driver, the rear end of the front driving shaft is connected to the front end of the rear driving shaft through a spline and fixed on the housing of the main transmission through a bearing, and the rear end of the rear driving shaft is rotatably connected to the output shaft.

[0012] Further, a gear selection and shifting mechanism is provided on the main transmission. The gear selection and shifting mechanism is arranged in the middle of the main transmission and includes a gear selection arm and a shifting arm. The gear selection arm includes a climbing gear / reverse gear position, a 1 / 2 gear position, a 3 / 4 gear position, and a 5 / 6 gear position. The rotation angle of the gear selection arm between adjacent two gear positions is 11.5 degrees; the rotation angle of the shifting arm is ±10 degrees.

[0013] Preferably, a neutral gear signal switch assembly and a reverse gear switch signal assembly are provided on the main transmission. The neutral gear signal switch assembly is located on one side of the shifting arm, and the reverse gear signal switch assembly is located outside the climbing gear / reverse gear sleeve on the main transmission.

[0014] Preferably, a power take-off assembly is provided on the main transmission. The power take-off assembly is in transmission connection with the second gear pair of the main transmission through a transmission gear.

[0015] The beneficial effects of the present invention are as follows: 1. By adopting an angular transmission gearbox, the layout of the whole vehicle is simple. Since there is only one fixed speed ratio for the front-end angular transmission gearbox and no shifting device is required, a set of shifting mechanism is omitted for the whole vehicle.

[0016] 2. A set of shifting control device is omitted, making it more convenient and simple for the vehicle users to operate.

[0017] 3. With one set of shifting control device less, the weight of the whole box is lighter, less materials are used, energy is saved, and it is more conducive to reducing the cost of the whole vehicle.

[0018] 4. High transmission efficiency, energy saving and emission reduction. The transmission has 7 forward gears and 1 reverse gear. Actually, two more forward gears are added. The gear ratios are reasonably subdivided, making the whole vehicle more fuel-efficient. Without the high and low gear shifting actions of the traditional angular transmission auxiliary box, the shifting is direct, the response is rapid, and the power interruption time is short, which is also conducive to energy saving and emission reduction.

[0019] 5. Due to one set of shifting mechanism less, the overall appearance of the multi-gear angular transmission gearbox of the present invention appears more concise, beautiful and generous. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram of the external structure of the multi-gear angular transmission gearbox of the present invention.

[0021] Figure 2 is a structural sectional view of the multi-gear angular transmission gearbox of the present invention.

[0022] Figure 3 is a schematic diagram of the gear selection position of the multi-gear angular transmission gearbox of the present invention.

[0023] Figure 4It is a schematic diagram of the shifting positions of the multi-speed angular transmission of the present invention.

[0024] Figure 5 It is a schematic diagram of the gear arrangement of the multi-speed angular transmission of the present invention.

[0025] In the figure: 1. Main transmission, 2. Angular transmission, 3. Input shaft, 4. Driving shaft, 5. Driven shaft, 6. Reverse gear pair, 7. Output shaft, 8. Driving spiral bevel gear, 9. Driven spiral bevel gear, 10. Climbing gear pair, 11. Climbing / reverse gear sleeve, 12. Second-gear gear pair, 13. First-gear gear pair, 14. First / second-gear sleeve, 15. Fourth-gear gear pair, 16. Third-gear gear pair, 17. Third / fourth-gear sleeve, 18. Sixth-gear gear pair, 19. Fifth-gear gear pair, 20. Fifth / sixth-gear sleeve, 21. Clutch spiral push rod, 22. Separation arm, 23. Release bearing, 24. Front driving shaft, 25. Rear driving shaft, 26. Gear selection arm, 27. Shifting arm, 28. Neutral signal switch assembly, 29. Reverse switch signal assembly, 30. Power take-off assembly. Specific embodiments

[0026] The following further describes the specific embodiments of the technical solution of the present invention through embodiments in conjunction with the accompanying drawings.

[0027] Embodiment In Figure 1 Figure 2 In the shown embodiment, a multi-speed angular transmission includes a main transmission. A fixed-ratio angular transmission 2 is provided at the front end of the main transmission 1. The angular transmission 2 includes an input shaft 3. The input shaft 3 is directly connected to the driving shaft 4 of the main transmission 1 through a bevel gear set. The main transmission 1 is further provided with a driven shaft 5. A set of reverse gear pairs 6, several sets of forward gear pairs and corresponding shifting gear sleeves are provided on the driving shaft 4 and the driven shaft 5. The rear end of the driven shaft 5 is in transmission connection with the output shaft 7 of the main transmission 1.

[0028] The main transmission 1 of the present invention includes a driving shaft 4 and a driven shaft 5. A set of reverse gear pairs 6 and several sets of forward gear pairs are provided on the driving shaft 4 and the driven shaft 5. Each gear pair is equipped with a corresponding shifting gear sleeve for realizing the switching of different gears. The fixed-ratio angular transmission 2 is installed at the front end of the main transmission 1 and includes an input shaft 3, which is directly connected to the driving shaft 4 of the main transmission 1 through a bevel gear set. The angular transmission 2 is used to change the direction and speed ratio of power transmission. The output shaft 7 is in transmission connection with the rear end of the driven shaft 5 to output the speed-changed power to the wheels.

[0029] The working principle of the present invention is as follows: Power enters the angular transmission 2 through the input shaft 3. After the speed is increased and the direction is changed by the bevel gear set, it is transmitted to the driving shaft 4 of the main transmission 1. Gear shifting: The shift sleeve is switched between different gear pairs on the driving shaft 4 and the driven shaft 5 to achieve the transformation of reverse gear and multiple forward gears; the movement of the shift sleeve is controlled by a gear lever or an automatic control system; the power after shifting is transmitted to the output shaft 7 through the driven shaft 5, and the output shaft 7 outputs the power to the subsequent mechanical system, such as the vehicle driving wheels.

[0030] The existing right-angle transmission for motor vehicles in the prior art realizes right-angle power transmission by adding a two-speed angular transmission auxiliary transmission in front of a traditional five-speed transmission. In the whole vehicle, the input shaft of the traditional transmission is directly connected to the engine. The speed ratios of each gear of the transmission are reasonably matched with the main reduction ratio of the rear axle to meet the use performance of the whole vehicle from low-speed starting to medium-high-speed driving. The reduction ratio and torque increase amplitude of the output speed of the motor vehicle engine matched by the angular transmission to the output end of the clutch are very large (about 2 times the speed ratio). It is very difficult to match the total speed ratio after the speed ratio steps of the traditional five-speed transmission and the speed ratio of the angular transmission auxiliary box with the whole vehicle. Therefore, when adding an angular transmission auxiliary transmission at the front end of the transmission, two speed ratios need to be designed and matched with the main transmission to meet the vehicle matching. In this way, the angular transmission auxiliary box needs to be equipped with a set of shifting devices, and 10 forward gear speed ratios are combined with the main box. Half of them are overlapping in actual use, which is still equivalent to a five-speed gearbox. The present invention adopts a multi-gear design, provides multiple forward gears and one reverse gear to meet the power requirements under different working conditions; the angular transmission mechanism changes the power transmission direction through the bevel gear set to adapt to different structural layouts; the angular transmission adopts a fixed speed ratio design, simplifies the system, does not require a shifting device, simplifies the structure of the angular transmission, and is more convenient for the layout of the whole vehicle. The speed ratio steps of multiple forward gears can be optimized and subdivided, which is more conducive to energy conservation and emission reduction of the whole vehicle and improves the transmission efficiency.

[0031] In a preferred embodiment, a driving spiral bevel gear 8 is provided on the input shaft 3, and a driven spiral bevel gear 9 is provided on the driving shaft 4. The driving spiral bevel gear 8 and the driven spiral bevel gear 9 are meshed to form a constant-mesh gear pair for angular transmission. The included angle between the input shaft 3 and the driving shaft 4 is 90°.

[0032] In this embodiment, the driving spiral bevel gear 8 is installed on the input shaft 3, and the driven spiral bevel gear 9 is installed on the driving shaft 4; that is, the constant-mesh gear pair for angular transmission is composed of the driving spiral bevel gear 8 and the driven spiral bevel gear 9. The two gears are meshed with each other to form a fixed included angle of 90°. The power of the engine enters through the input shaft 3 and is transmitted through the driving spiral bevel gear 8; due to the meshing effect between the driving spiral bevel gear 8 and the driven spiral bevel gear 9, the power transmission direction is changed by 90°. The power after the direction change is transmitted to the driving shaft 4 through the driven spiral bevel gear 9 and continues the subsequent speed change operation.

[0033] Through the meshing of spiral bevel gears, the present invention can achieve a 90° change in the power transmission direction to meet the requirements of different mechanical layouts. The driving spiral bevel gear 8 and the driven spiral bevel gear 9 always remain in the meshing state to ensure the continuity and reliability of power transmission. The angular transmission is designed with a fixed gear ratio, which simplifies the system and eliminates the need for a shifting device, simplifies the structure of the angular transmission, and is more convenient for the overall vehicle layout. The design of the spiral bevel gear can provide efficient power transmission and reduce energy loss. It can achieve efficient power transmission within a limited space and improve the operating efficiency of the entire system.

[0034] The reverse gear pair 6 of this embodiment is arranged on one side of the main transmission 1 close to the angular transmission 2. A crawl gear pair 10 is arranged on the side of the reverse gear pair 6 away from the angular transmission 2. A crawl / reverse gear seat and a crawl / reverse gear sleeve 11 are arranged between the reverse gear pair 6 and the crawl gear pair 10, and the crawl / reverse gear seat and the crawl / reverse gear sleeve are arranged on the driven shaft. The reverse gear pair 6 is arranged on one side of the main transmission 1 close to the angular transmission 2, the crawl gear pair 10 is arranged on the side of the reverse gear pair 6 away from the angular transmission 2, and the crawl / reverse gear seat and the crawl / reverse gear sleeve 11 are located between the reverse gear pair 6 and the crawl gear pair 10. The reverse gear pair 6 is used to realize the reverse function of the vehicle. When reversing is required, the power is transmitted reversely through the reverse gear pair 6 to reverse the driven shaft, enabling the vehicle to move backward. The crawl gear pair 10 is used to provide a greater torque output so that the vehicle can obtain sufficient power when climbing slopes or under heavy loads. The crawl / reverse gear seat and the crawl / reverse gear sleeve are arranged on the driven shaft and are used to realize the switching between the reverse gear and the crawl gear. By moving the gear sleeve, the reverse gear pair 6 or the crawl gear pair 10 can be selectively meshed to realize the functions of different gears. The crawl / reverse gear seat, that is, the shift gear seat, is an important component in an automotive transmission for realizing the shifting function. It usually cooperates with components such as gears and shift forks to change the transmission ratio by controlling the meshing and separation of the gears, thereby realizing the acceleration or deceleration of the vehicle. In a manual transmission, the shift gear seat and the shift fork mechanism work together to push the gear sleeve to slide between the input shaft and the output shaft to realize the meshing of different gears. In this embodiment, when the gear sleeve is in the middle position, it is in the neutral gear. When the crawl / reverse gear sleeve moves to the right, the transmission engages the crawl gear; when the gear sleeve moves to the left, the reverse gear is engaged.

[0035] Further, a second-gear gear pair 12 is disposed on a side of the climbing-gear gear pair 10 away from the reverse-gear gear pair 6, a first-gear gear pair 13 is disposed on a side of the second-gear gear pair 12 away from the climbing-gear gear pair 10, a 1 / 2-gear seat and a 1 / 2-gear sleeve 14 are provided between the second-gear gear pair 12 and the first-gear gear pair 13, and the 1 / 2-gear seat and the 1 / 2-gear sleeve are disposed on the driven shaft.

[0036] In this embodiment, the climbing-gear gear pair 10 is disposed on a side of the reverse-gear gear pair 6 away from the angle drive 2, the second-gear gear pair 12 is disposed on a side of the climbing-gear gear pair 10 away from the reverse-gear gear pair 6, the first-gear gear pair 13 is disposed on a side of the second-gear gear pair 12 away from the climbing-gear gear pair 10, and the 1 / 2-gear seat and the 1 / 2-gear sleeve 14 are located between the second-gear gear pair 12 and the first-gear gear pair 13. Except that the climbing-gear gear pair 10 is used to provide a greater torque output so that the vehicle can obtain sufficient power when climbing a slope or under heavy load, the second-gear gear pair 12 is used to provide a moderate torque and speed output and is suitable for general driving conditions, while the first-gear gear pair 13 is used to provide a higher torque output and is suitable for low-speed driving or the starting stage. The 1 / 2-gear seat and the 1 / 2-gear sleeve are disposed on the driven shaft and are used to realize the shift between the first gear and the second gear. By moving the gear sleeve, the first-gear gear pair 13 or the second-gear gear pair 12 can be selectively engaged, thereby realizing the functions of different gears. When the gear sleeve is in the middle position, it is in neutral. When the gear sleeve moves to the right to engage the first gear, and when the gear sleeve moves to the left, the second gear is engaged.

[0037] Further, a fourth-gear gear pair 15 is disposed on a side of the first-gear gear pair 13 away from the second-gear gear pair, a third-gear gear pair 16 is disposed on a side of the fourth-gear gear pair 15 away from the first-gear gear pair 13, a 3 / 4-gear seat and a 3 / 4-gear sleeve 17 are provided between the fourth-gear gear pair 15 and the third-gear gear pair 16, and the 3 / 4-gear seat and the 3 / 4-gear sleeve are disposed on the driving shaft.

[0038] The first-gear gear pair 13 of this embodiment is arranged on the side of the second-gear gear pair 12 away from the climbing-gear gear pair 10. The fourth-gear gear pair 15 is arranged on the side of the first-gear gear pair 13 away from the second-gear gear pair 12. The third-gear gear pair 16 is arranged on the side of the fourth-gear gear pair 15 away from the first-gear gear pair 13. The third / fourth-gear seat and the third / fourth-gear sleeve 17 are located between the fourth-gear gear pair 15 and the third-gear gear pair 16. The first-gear gear pair 13 is used to provide a relatively high torque output, which is suitable for low-speed driving or the starting stage. The fourth-gear gear pair 15 is used to provide a relatively low torque and a relatively high speed output, which is suitable for high-speed driving. The third-gear gear pair 16 is used to provide a moderate torque and speed output, which is suitable for medium-speed driving. The third / fourth-gear seat and the third / fourth-gear sleeve are arranged on the main shaft and are used to realize the switching between the third gear and the fourth gear. When the gear sleeve is in the middle position, it is in neutral. When the gear sleeve moves to the right, the third gear is engaged. When it moves to the left, the fourth gear is engaged. By moving the gear sleeve, the third-gear gear pair 16 or the fourth-gear gear pair 15 can be selectively engaged, so as to realize the functions of different gears.

[0039] Further, a sixth-gear gear pair 18 is arranged on the side of the third-gear gear pair 16 away from the fourth-gear gear pair 15. A fifth-gear gear pair 19 is arranged on the side of the sixth-gear gear pair 18 away from the third-gear gear pair 16. A fifth / sixth-gear seat and a fifth / sixth-gear sleeve 20 are arranged between the sixth-gear gear pair 18 and the fifth-gear gear pair 19. The fifth / sixth-gear seat and the fifth / sixth-gear sleeve 20 are arranged on the main shaft.

[0040] The third-gear gear pair 16 of this embodiment is arranged on the side of the fourth-gear gear pair 15 away from the first-gear gear pair 13. The sixth-gear gear pair 18 is arranged on the side of the third-gear gear pair 16 away from the fourth-gear gear pair 15. The fifth-gear gear pair 19 is arranged on the side of the sixth-gear gear pair 18 away from the third-gear gear pair 16. The fifth / sixth-gear seat and the fifth / sixth-gear sleeve 20 are located between the sixth-gear gear pair 18 and the fifth-gear gear pair 19. The third-gear gear pair 16 is used to provide a moderate torque and speed output, which is suitable for medium-speed driving. The sixth-gear gear pair 18 is used to provide a relatively lower torque and a relatively higher speed output, which is suitable for high-speed driving. The fifth-gear gear pair 19 is used to provide a moderate torque and speed output, which is suitable for medium-high speed driving. The fifth / sixth-gear seat and the fifth / sixth-gear sleeve 20 are arranged on the main shaft and are used to realize the switching between the fifth gear and the sixth gear. When the gear sleeve is in the middle position, it is in neutral. When the gear sleeve moves to the right, the fifth gear is engaged. When it moves to the left, the sixth gear is engaged.

[0041] In a preferred embodiment, the fifth-gear gear pair 19 and the output shaft 7 are in a constantly meshing structure. When the fifth / sixth-gear sleeve 20 is engaged with the sixth-gear gear pair 18, the rotational speed of the output shaft 7 is greater than the rotational speed of the main shaft 4.

[0042] In this embodiment, the fifth gear pair 19 and the output shaft 7 adopt a constant-mesh structure, which means they are always in the meshed state and will not disengage. Since the fifth gear pair 19 and the output shaft 7 have a constant-mesh structure, when the fifth gear is selected, power is directly transmitted from the fifth gear pair 19 to the output shaft 7 to achieve power transmission. When the 5 / 6 gear sleeve 20 engages with the sixth gear pair 18, power is transmitted through the sixth gear pair 18 to the 5 / 6 gear sleeve 20 and then to the output shaft 7. At this time, the rotational speed of the output shaft 7 is greater than that of the driving shaft 4, which indicates that the gear ratio of the sixth gear pair 18 increases the rotational speed of the output shaft 7, that is, overdrive is achieved. The constant-mesh structure of the fifth gear pair 19 and the output shaft 7 ensures the reliability of power transmission. The engagement of the sixth gear pair 18 and the 5 / 6 gear sleeve 20 achieves overdrive, making the rotational speed of the output shaft 7 greater than that of the driving shaft 4, which is suitable for high-speed driving. Through overdrive, the engine speed can be reduced, and fuel consumption and noise can be decreased. In this embodiment, through the constant-mesh structure of the fifth gear pair 19 and the output shaft 7 and the engagement of the 5 / 6 gear sleeve 20 and the sixth gear pair 18, this transmission can provide efficient power transmission under different working conditions. Especially in the sixth gear, overdrive is achieved, improving the high-speed driving performance of the vehicle.

[0043] In a preferred embodiment, a clutch spiral push rod 21 is provided on the input shaft 3, and a clutch release arm 22 and a release bearing 23 are provided on the clutch spiral push rod 21. The input shaft 3 is the main component for power input. The clutch spiral push rod 21 is installed on the input shaft 3 and is coupled with the release bearing 23 through the release arm 22 to control the transmission and interruption of power; the clutch release arm 22 is installed on the clutch spiral push rod 21 and is used to operate the separation of the clutch. The release bearing 23 is also installed on the clutch spiral push rod 21 to reduce friction and help the clutch release arm 22 operate the clutch more smoothly. When the clutch spiral push rod 21 is in the free position, power is transmitted from the input shaft 3 to the subsequent gear system to achieve power transmission. When power transmission needs to be interrupted, by operating the clutch release arm 22, the spiral push rod moves axially to push the release bearing 23, separating the clutch between the engine and the transmission input shaft, thereby cutting off power transmission. The main function of the clutch spiral push rod 21 is to control the transmission and interruption of engine power and ensure a smooth switch when needed.

[0044] In a preferred embodiment, the driving shaft 4 has a two-section structure, including a front driving shaft 24 and a rear driving shaft 25. The front end of the front driving shaft 24 is arranged on the housing of the angular transmission 2, the rear end of the front driving shaft 24 is connected to the front end of the rear driving shaft 25 through a spline and is fixed on the housing of the main transmission 1 through a bearing, and the rear end of the rear driving shaft 25 is rotatably connected to the output shaft 7.

[0045] The drive shaft 4 of this embodiment consists of two sections, namely the front drive shaft 24 and the rear drive shaft 25. The front end of the front drive shaft 24 is arranged on the housing of the angle drive 2, and the rear end is connected to the front end of the rear drive shaft 25 through splines and fixed on the housing of the main transmission 1 through bearings.

[0046] In this embodiment, the front end of the rear drive shaft 25 is connected to the rear end of the front drive shaft 24 through splines, and the rear end of the rear drive shaft 25 is rotatably connected to the output shaft 7. Power is transmitted from the angle drive 2 to the front drive shaft 24, then through the splines to the rear drive shaft 25, and finally through the rear end of the rear drive shaft 25 to the output shaft 7. The front end of the front drive shaft 24 is fixed on the housing of the angle drive 2 to ensure stable power transmission; the rear end of the front drive shaft 24 is connected to the front end of the rear drive shaft 25 through splines and fixed on the housing of the main transmission 1 through bearings to ensure the reliability of the connection and the flexibility of rotation. The rear end of the rear drive shaft 25 is rotatably connected to the output shaft 7 to ensure that power can be smoothly transmitted to the output shaft 7. The drive shaft 4 of the present invention adopts a two-section design, which is convenient for installation and maintenance, and at the same time improves the flexibility and reliability of the system. The front drive shaft 24 and the rear drive shaft 25 are connected through splines to ensure the efficiency and stability of power transmission.

[0047] In a preferred embodiment, a gear selection and shifting mechanism is provided on the main transmission 1. The gear selection and shifting mechanism is arranged in the middle of the main transmission 1 and includes a gear selection arm 26 and a shifting arm 27. The gear selection arm 26 includes a crawl / reverse gear (Crawl / Rev), a 1 / 2 gear, a 3 / 4 gear, and a 5 / 6 gear. The rotation interval angle of the gear selection arm 26 between adjacent two gears is 11.5 degrees; the rotation angle of the shifting arm 27 is ±10 degrees.

[0048] The gear selection and shifting mechanism of this embodiment is arranged in the middle of the main transmission 1 and includes a gear selection arm 26 and a shifting arm 27. The gear selection arm 26 includes four gears, namely a crawl / reverse gear (Crawl / Rev), a 1 / 2 gear, a 3 / 4 gear, and a 5 / 6 gear. The rotation angle of the gear selection arm 26 for shifting one gear between adjacent two gears is 11.5 degrees (see Figure 4 ); the rotation angle of the shifting arm 27 when shifting is ±10 degrees (see Figure 3 ). The gear arrangement of the multi-gear angle drive transmission of this embodiment is as shown in Figure 5 shown.

[0049] In a preferred embodiment, a neutral signal switch assembly 28 and a reverse switch signal assembly 29 are provided on the main transmission 1. The neutral signal switch assembly 28 is located on one side of the shifting arm 27, and the reverse signal switch assembly 29 is located outside the crawl / reverse gear sleeve 11 on the main transmission 1.

[0050] The neutral signal switch assembly 28 is located on one side of the shift arm 27, and the reverse signal switch assembly 29 is located on the outer side of the climbing gear / reverse gear sleeve 11 on the main transmission 1; the neutral signal switch assembly 28 is used to detect whether the transmission is in the neutral state and send a corresponding signal. When the transmission is in the neutral state, the neutral signal switch will detect this state and transmit the signal to the vehicle's ECU through the circuit. The signal of the neutral signal switch can be used to control certain functions of the vehicle, such as the neutral state must be in when starting the engine, and the idle start-stop function is activated in the neutral state to save fuel. The mechanical neutral signal switch triggers the closing or opening of the switch through the mechanical structure inside the transmission.

[0051] The reverse gear signal switch assembly 29 is an important component in the automobile transmission. When the transmission is in the reverse gear state, the reverse gear signal switch assembly 29 will send a signal, which is mainly used to detect whether the transmission is in the reverse gear state and transmit the detection result to the vehicle's electronic control unit (ECU). The signal of the reverse gear signal switch can be used to control certain functions of the vehicle, such as starting the reverse lights and the reverse imaging system. The neutral gear signal switch assembly 28 and the reverse gear signal switch assembly 29 are respectively located on one side of the shift arm 27 and the outer side of the climbing gear / reverse gear sleeve 11 to ensure accurate detection of the gear state. When the transmission is in the neutral gear or reverse gear state, the corresponding signal switch assembly will send a signal to the control system in a timely manner, and improve driving safety and operational reliability through accurate position detection and timely signal feedback.

[0052] In a preferred embodiment, a power take-off assembly 30 is provided on the main transmission 1, and the power take-off assembly 30 is connected to the 2nd gear pair 12 of the main transmission 1 through a transmission gear. The power take-off assembly 30 is used to transmit the power of the engine to external equipment or accessories of the vehicle. The power take-off assembly 30 of the present invention is connected to the 2nd gear pair 12 of the main transmission 1 through a transmission gear, and obtains power from the main transmission 1 to drive other equipment or systems, such as a hydraulic pump, a generator, etc. Through the power take-off assembly 30, the power of the main transmission 1 can be transmitted to other equipment or systems, thereby improving the utilization rate of power.

[0053] The present invention adopts an angular transmission gearbox, which is convenient for the overall vehicle layout. Since there is only one fixed speed ratio for the front-end angular transmission gearbox and no shifting device is required, a set of shifting mechanisms can be omitted from the whole vehicle; there is only one speed ratio for the angular transmission, and the main gearbox is designed with 7 forward gears (speed ratios) and one reverse gear. When combined with the angular transmission, the whole box has 7 gears, and its speed ratio steps are optimized and subdivided. When optimally combined with the rear axle main reducer, it can achieve a reasonable match with the engine and the whole vehicle, and meet the operating performance of the whole vehicle at low, medium, high speeds and in reverse. Since there is only one fixed speed ratio for the angular transmission, no shifting device is required, which simplifies the structure of the angular transmission gearbox and is more convenient for the overall vehicle layout. At the same time, compared with the prior art, two more forward gears are added, and the speed ratio steps are optimized and subdivided, which is more conducive to energy conservation and emission reduction of the whole vehicle.

Claims

1. A multi-speed angular transmission, including a main transmission, characterized in that: The front end of the main transmission is provided with an angular transmission with a fixed speed ratio, and the angular transmission includes an input shaft, and the input shaft is directly connected to the driving shaft of the main transmission through a bevel gear set. The main transmission is also provided with a driven shaft, and the driving shaft and the driven shaft are provided with a group of reverse gear pairs, several groups of forward gear pairs and corresponding shift gear sleeves, and the rear end of the driven shaft is drivingly connected to the output shaft of the main transmission.

2. The multi-speed angular transmission according to claim 1, characterized in that: The input shaft is provided with a driving spiral bevel gear, the driving shaft is provided with a driven spiral bevel gear, the driving spiral bevel gear meshes with the driven spiral bevel gear to form an angular transmission constant meshing gear pair, and the angle between the input shaft and the driving shaft is 90°.

3. The multi-speed angular transmission according to claim 1, characterized in that: The reverse gear pair is arranged on the side of the main transmission close to the angular transmission, and the climbing gear pair is arranged on the side of the reverse gear pair away from the angular transmission. A climbing gear / reverse gear seat and a climbing gear / reverse gear sleeve are arranged between the reverse gear pair and the climbing gear pair, and the climbing gear / reverse gear seat and the climbing gear / reverse gear sleeve are arranged on the driven shaft.

4. The multi-speed angular transmission according to claim 3, characterized in that: A 2nd gear pair is arranged on the side of the climbing gear pair away from the reverse gear pair, and a 1st gear pair is arranged on the side of the 2nd gear pair away from the climbing gear pair. A 1 / 2 gear seat and a 1 / 2 gear sleeve are arranged between the 2nd gear pair and the 1st gear pair, and the 1 / 2 gear seat and the 1 / 2 gear sleeve are arranged on the driven shaft.

5. The multi-speed angular transmission according to claim 4, characterized in that: A 4th gear pair is arranged on the side of the 1st gear pair away from the 2nd gear pair, a 3rd gear pair is arranged on the side of the 4th gear pair away from the 1st gear pair, a 3 / 4 gear seat and a 3 / 4 gear sleeve are arranged between the 4th gear pair and the 3rd gear pair, and the 3 / 4 gear seat and the 3 / 4 gear sleeve are arranged on the driving shaft.

6. The multi-speed angular transmission according to claim 5, characterized in that: A 6th gear pair is arranged on the side of the 3rd gear pair away from the 4th gear pair, a 5th gear pair is arranged on the side of the 6th gear pair away from the 3rd gear pair, a 5th gear pair is arranged between the 6th gear pair and the 5th gear pair, and the 5 / 6th gear seat and the 5 / 6th gear sleeve are arranged on the driving shaft.

7. The multi-speed angular transmission according to claim 6, characterized in that: The 5th gear pair and the output shaft are in a constant meshing structure. When the 5th / 6th gear sleeve is engaged with the 6th gear pair, the rotation speed of the output shaft is greater than the rotation speed of the driving shaft. A clutch is provided on the input shaft, and a clutch release arm and a release bearing are provided on the clutch.

8. The multi-speed angular transmission according to claim 1, characterized in that: The driving shaft is a two-section structure, including a front driving shaft and a rear driving shaft. The front end of the front driving shaft is arranged on the housing of the angular transmission, the rear end of the front driving shaft is connected to the front end of the rear driving shaft through a spline and is fixed to the housing of the main transmission through a bearing, and the rear end of the rear driving shaft is rotatably connected to the output shaft.

9. The multi-speed angular transmission according to claim 1, characterized in that: The main transmission is provided with a gear selection and shifting mechanism, which is arranged in the middle of the main transmission and includes a gear selection arm and a gear shifting arm. The gear selection arm includes a climbing gear / reverse gear, a 1 / 2 gear, a 3 / 4 gear and a 5 / 6 gear. The rotation angle of the gear selection arm between two adjacent gears is 11.5 degrees; the rotation angle of the gear shifting arm is ±10 degrees.

10. The multi-speed angular transmission according to any one of claims 1 to 9, characterized in that: The main transmission is provided with a neutral signal switch assembly and a reverse gear switch signal assembly, wherein the neutral signal switch assembly is located on one side of the shift arm, and the reverse gear signal switch assembly is located on the outer side of the climbing gear / reverse gear sleeve on the main transmission; the main transmission is provided with a power take-off assembly, and the power take-off assembly is connected to the 2nd gear pair of the main transmission through a transmission gear.

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