Power gear shifting transmission and vehicle

Abstract

The invention relates to the technical field of transmission control, in particular to a power gear shifting transmission and a vehicle. The transmission comprises a main box module, an auxiliary box module and a connecting shaft; the main box module comprises an input shaft, a first parallel shaft and a second parallel shaft; the auxiliary box module comprises a planet row, a clutch driven gear integration unit and a connecting output shaft unit. The planet row and the clutch driven gear integration unit are both arranged on the connecting output shaft unit. One end of the input shaft is connected with the output shaft connecting unit and is matched with the clutch driven gear integration unit; the first parallel shaft and the second parallel shaft are arranged on the two sides of the input shaft respectively and are parallel to the input shaft. According to the gear shifting mechanism, different gear execution commands which are manually operated or automatically operated in the 12 gears can be received, and accurate gear switching is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of transmission control, and in particular to a power shift transmission and a vehicle. Background Art

[0002] Powershift transmission technology, a key technology in modern transmissions, has matured in recent years and has been widely used in numerous engineering vehicles and machinery. However, existing powershift transmission technology still faces a series of challenges that need to be addressed, which, to a certain extent, limit its further performance improvement and wider application.

[0003] Specifically, the current power shift transmission has the following main defects: Speed ​​ratio range and torque limit: The speed ratio range is not wide enough and the output torque is limited, making it difficult to meet the vehicle's diverse demands for power and speed under different working conditions.

[0004] Poor shifting performance: The large speed ratio difference between adjacent gears results in uneven power transmission and poor shifting comfort during the shift process. Furthermore, the power interruption required during the shifting process further impacts the vehicle's driving experience and operating efficiency.

[0005] Structural layout issues: The entire box layout is not compact enough and occupies a large space, which brings difficulties to the spatial layout of the entire vehicle and is not conducive to the miniaturization and lightweight design of the vehicle.

[0006] In response to the above problems, technicians in related fields have conducted extensive research and exploration and achieved some results. For example: Chinese invention patent application CN1813144A discloses a transmission with multiple parallel single-shaft, single-clutch configurations and a multi-axle-down arrangement. However, this transmission offers only four forward gears and two reverse gears, with significant speed ratio differences between gears and poor shifting comfort, making it difficult to meet the vehicle's diverse operating requirements.

[0007] Chinese invention patent application CN102003502A discloses a powershift transmission suitable for construction machinery. It enables switching between single and dual drive, boasting a short transmission path and a minimal number of components. However, its vertical arrangement of multiple parallel shafts significantly increases the axle drop, impacting the overall vehicle layout. Furthermore, its seven clutches provide only eight gears, resulting in low clutch utilization and significant power loss.

[0008] Chinese invention patent application CN101725676A discloses a nine-speed powershift transmission using six clutches to create these nine gears, resulting in relatively high clutch utilization. However, the large number of parallel shafts and gear sets complicates the structure, leading to a relatively large transmission case, which hinders vehicle layout and increases installation and maintenance costs.

[0009] In summary, although the existing technology has made certain progress in the field of power shift transmissions, there are still many deficiencies, which require further research and improvement to develop power shift transmissions with better performance, more compact structure and wider applicability. Summary of the Invention

[0010] The object of the present invention is to provide a power shift transmission and a vehicle to solve the technical problems of existing power shift transmissions, such as an insufficient speed ratio range, low output torque, large speed ratio difference between adjacent gears, poor shifting comfort, a large number of parallel axes, and a complex power transmission path.

[0011] The present invention is achieved through the following technical solutions: In a first aspect, the present invention provides a power shift transmission, comprising a main box module, an auxiliary box module and a connecting shaft; The main box module includes an input shaft, a first parallel shaft and a second parallel shaft; The auxiliary box module includes a planetary gear, a clutch and slave gear integrated unit and a connecting output shaft unit, wherein the planetary gear and the clutch and slave gear integrated unit are both arranged on the connecting output shaft unit; one end of the input shaft is connected to the connecting output shaft unit and is adapted to the clutch and slave gear integrated unit; The first parallel shaft and the second parallel shaft are respectively arranged on both sides of the input shaft and are parallel to the input shaft; the input shaft is provided with a driving gear unit group; the first parallel shaft is fixedly provided with a first clutch master-slave gear integrated unit; the second parallel shaft is fixedly provided with a second clutch master-slave gear integrated unit and a shift mechanism; The first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit and the shifting mechanism are respectively engaged with the driving gear unit group and the clutch slave gear integrated unit, wherein the shifting mechanism is used to receive different gear execution commands in the gear position through manual operation or automatic operation.

[0012] Preferably, the driving gear unit group includes a first driving gear, a second driving gear, a third driving gear, and a fourth driving gear arranged in sequence on the input shaft; the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit and the shifting mechanism are respectively engaged with the first driving gear, the second driving gear, the third driving gear, and the fourth driving gear.

[0013] Furthermore, the first clutch master-slave gear integrated unit includes a first clutch hub, a first driven gear, a second driven gear and a fifth driving gear; The first driven gear is meshed with the first driving gear, and the second driven gear is meshed with the fourth driving gear; The first driven gear is provided with a third clutch, and the second driven gear is provided with a first clutch; The first clutch hub is adapted to the third clutch and the first clutch respectively; The fifth driving gear is engaged with the clutch slave gear integration unit.

[0014] Furthermore, the second clutch master-slave gear integrated unit includes a second clutch hub, a third driven gear and a sixth driving gear; The third driven gear is meshed with the second driving gear, a fifth clutch is provided in the third driven gear, and the second clutch hub is adapted to the fifth clutch and the clutch unit in the shift mechanism respectively, and is used to receive different gear execution commands in the gear position through manual operation or automatic operation; The sixth driving gear is engaged with the clutch slave gear integration unit.

[0015] Furthermore, when receiving a command to execute a different gear position by manual operation in the gear position, the gear shift mechanism includes an idler shaft, a forward gear, a reverse gear, an idler, a sliding sleeve, and a sliding sleeve gear seat; The idler gear is fixed on the idler shaft; the forward gear and the reverse gear are mounted on the second parallel shaft through bearings; The forward gear meshes with the third driving gear, the reverse gear meshes with the idler gear, and the idler gear meshes with the fourth driving gear; The forward gear and the reverse gear are respectively adapted to the sliding sleeves and are used to be connected to the sliding sleeves according to the execution of different gear execution commands; The sliding sleeve is arranged on the sliding sleeve tooth seat, a second clutch is arranged in the sliding sleeve tooth seat, and the second clutch is adapted to the second clutch hub.

[0016] Furthermore, when receiving a command to execute a different gear position by automated operation in the gear position, the gear shift mechanism includes an idler shaft, a forward gear, a reverse gear, an idler gear, and a fifth clutch hub; The idler gear is fixed on the idler gear shaft; the forward gear and the reverse gear are mounted on the second parallel shaft through bearings; the forward gear is meshed with the third driving gear, the reverse gear is meshed with the idler gear, and the idler gear is meshed with the fourth driving gear; The forward gear is provided with an eighth clutch; the reverse gear is provided with a ninth clutch; A second clutch is provided in the fifth clutch hub, and the second clutch is adapted to the second clutch hub. The fifth clutch hub is adapted to the eighth clutch and the ninth clutch respectively, and is used to combine with the fifth clutch hub corresponding to the eighth clutch or the ninth clutch when executing a shift gear execution command.

[0017] Preferably, the connecting output shaft unit includes a connecting shaft and an output shaft; One end of the input shaft is connected to the output shaft through a connecting shaft, the clutch and gear integrated units are both arranged on the connecting shaft and the output shaft, and the planetary gear is arranged on the output shaft.

[0018] Further, the clutch-slave gear integrated unit includes a fourth driven gear, a third clutch hub, a fourth clutch hub, a fourth clutch and a sixth clutch; The fourth driven gear is arranged on the connecting shaft, and its two ends are respectively engaged with the driving gear ends of the first clutch master-slave gear integrated unit and the second clutch master-slave gear integrated unit; The third clutch hub, the fourth clutch hub, the fourth clutch and the sixth clutch are respectively arranged on the output shaft; The fourth driven gear is connected to the third clutch hub and the fourth clutch hub; The third clutch hub and the fourth clutch hub are connected to the fourth clutch and the sixth clutch respectively, wherein the third clutch hub is connected to the planetary gear.

[0019] Furthermore, the planetary gear includes a center gear, a planetary carrier, planetary wheels and a ring gear; the planetary carrier is fixedly connected to the output shaft; the ring gear is engaged with the planetary wheels, and the ring gear is provided with a seventh clutch, and the ring gear is adapted to the sixth clutch and the seventh clutch respectively.

[0020] In a second aspect, the present invention further provides a vehicle comprising a power shift transmission as described above.

[0021] Compared with the prior art, the present invention has the following beneficial technical effects: The present invention provides a powershift transmission that, through the coordinated operation of a main and auxiliary transmission modules, can combine a wide range of gear ratios. This multi-module, multi-shaft design enables the transmission to operate with different gear combinations, achieving a wider speed ratio range and meeting the vehicle speed and torque requirements under different operating conditions. The input shaft is directly connected to the auxiliary transmission module's output shaft unit, which includes a planetary gearshift. The planetary gearshift boasts a compact structure, a large transmission ratio, and a strong load-bearing capacity. It effectively amplifies and transmits the power transmitted by the input shaft, thereby increasing output torque and improving the vehicle's power performance, enabling it to adapt to heavier load conditions. The twelve gear positions and the optimal meshing relationship between the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit, the driving gear unit, and the clutch slave gear integrated unit ensure smoother transitions between gear positions. Precise gear tooth count design and transmission ratio calculation minimize the speed ratio difference between adjacent gear positions, ensuring smoother power output during gear shifts, reducing power interruptions and jerks caused by gear changes, and improving shift comfort. The shift mechanism can receive different gear execution commands among the 12 gears through manual or automatic operation to achieve precise gear switching.

[0022] Furthermore, the first, second, third, and fourth driving gears are sequentially mounted on the input shaft and mesh with the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit, and the shift mechanism, respectively. This allows each driving gear to interact with a different slave gear unit, creating a variety of gear combinations. This provides a rich basis for transmission ratios to achieve 12 gear positions, enabling more precise control over the vehicle's power requirements under varying driving conditions. The shift mechanism meshes with multiple driving gears, executing commands based on the various gear positions and flexibly selecting different gear combinations for shifting.

[0023] Furthermore, the first driven gear meshes with the first driving gear, the second driven gear meshes with the fourth driving gear, and the fifth driving gear meshes with the clutch-slave gear integrated unit. This multi-gear meshing combination provides the transmission with a rich variety of gear options. By engaging and disengaging different clutches, a variety of different gear ratios can be combined to meet the requirements of 12 gears. This further broadens the transmission's speed ratio range, allowing the vehicle to find the appropriate gear ratio under various operating conditions, improving power performance and fuel economy. The first driven gear is equipped with a third clutch, and the second driven gear is equipped with a first clutch. The first clutch hub is compatible with the third clutch and the first clutch, respectively. By controlling the engagement and disengagement of these two clutches, the power transmission path between the first and second driven gears can be flexibly controlled.

[0024] Furthermore, the third driven gear meshes with the second driving gear, and the sixth driving gear meshes with the clutch-slave gear integrated unit, providing the transmission with additional transmission paths and gear combinations. Combined with the transmission combination of the first clutch-slave gear integrated unit, this more comprehensively covers all 12 gears. By combining different gear combinations, the transmission ratios of each gear can be optimized, ensuring optimal power output and fuel economy across various vehicle speed and load conditions. The third driven gear is equipped with a fifth clutch, and the second clutch hub is adapted to the fifth clutch and the clutch unit within the shift mechanism. Controlling the engagement and disengagement of the fifth clutch allows for flexible control of power transfer to the third driven gear. Furthermore, the shift mechanism can receive manual or automated gear execution commands, allowing the transmission to automatically select the appropriate gear based on the driver's intent or vehicle driving conditions, achieving fast and smooth shifting.

[0025] Furthermore, the forward gear meshes with the third driving gear, while the reverse gear meshes with the idler gear, which in turn meshes with the fourth driving gear. By connecting the sleeve to the forward gear or reverse gear, the vehicle's forward and reverse gears can be easily switched. When moving forward, the sleeve connects to the forward gear, and power is transmitted from the third driving gear to the forward gear. When reversing, the sleeve connects to the reverse gear, and power is transmitted to the reverse gear via the fourth driving gear and the idler gear. The shift mechanism can execute commands based on different manually operated gears, precisely controlling the position of the sleeve to connect it to the corresponding gear. This provides a flexible operating method for achieving 12 gears. The driver can manually select the appropriate gear based on actual road conditions and driving needs, improving the vehicle's adaptability and controllability under different operating conditions.

[0026] Furthermore, in automated operation mode, the transmission executes received gear commands, controlling the fifth clutch hub to engage either the eighth or ninth clutch, enabling rapid shifts between forward and reverse gears. Compared to manual operation, automated shifting is faster and more precise, completing gear changes in a shorter time, reducing power interruption time and improving vehicle acceleration and ride smoothness. The automated shifting system automatically selects the most appropriate gear based on various factors, including vehicle speed, load, engine speed, and driver's driving habits. The forward gear meshes with the third drive gear, the reverse gear meshes with the idler gear, and the idler gear meshes with the fourth drive gear. This gear meshing relationship provides a stable path for power transmission. During automated shifting, precise clutch control ensures smooth and efficient power transfer between gears, minimizing energy loss and improving transmission efficiency.

[0027] Furthermore, one end of the input shaft is directly connected to the output shaft via a connecting shaft, eliminating intermediate links in the power transmission process, reducing energy loss, and improving power transmission efficiency. This connection method also ensures stable power transmission, reduces vibration and noise caused by excessive transmission components, and ensures smoother vehicle power output. The clutch and gear integrated unit is located on the connecting shaft and the output shaft. By controlling the engagement and disengagement of different clutches, the power transmission path and distribution ratio between the connecting shaft and the output shaft can be flexibly adjusted.

[0028] Furthermore, the fourth driven gear is mounted on the connecting shaft, with its ends meshing with the driving gears of the first and second clutch master-slave gear integrated units. This allows for efficient power transmission from the input shaft through the connecting shaft to the fourth driven gear, which then transmits power to subsequent components. This reduces power loss during transmission and improves power transmission efficiency. The fourth driven gear is connected to the third and fourth clutch hubs, which are in turn associated with the fourth and sixth clutches, respectively. By controlling the engagement and disengagement of the various clutches, the power distribution path and ratio on the output shaft can be flexibly adjusted.

[0029] Furthermore, the planetary gear set, consisting of a sun gear, planet carrier, planetary gears, and ring gear, enables multiple power transmission modes. The planetary carrier is fixedly connected to the output shaft, allowing the planetary gear set's power to be directly transmitted to the output shaft. The ring gear meshes with the planetary gears and is compatible with the sixth and seventh clutches, respectively. By controlling the engagement and disengagement of the sixth and seventh clutches, the ring gear's operating state can be changed, thereby achieving different power transmission paths and providing a variety of gear characteristics for the transmission. Combined with components such as the clutch-slave gear integrated unit mentioned above, and by rationally controlling the operation of each clutch, the planetary gear set can work in coordination with the rest of the transmission to achieve overdrive and underdrive shifting. When high torque output is required, such as when starting or climbing a hill, the planetary gear set can be operated in underdrive mode by controlling the clutches to provide sufficient driving force. At high speeds, it switches to overdrive mode, reducing engine speed and improving fuel economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a schematic diagram of the transmission route of the power shift transmission in Example 1 of the present invention; Figure 2 This is a schematic diagram showing the connection principles of the components of the power shift transmission in Example 1 of the present invention; Figure 3 This is a schematic diagram of the lever principle of the power shift transmission in Example 1 of the present invention; Figure 4 A schematic diagram of the transmission route of the power shift transmission in embodiment 2 of the present invention; Figure 5 This is a schematic diagram showing the connection principles of the components of the power shift transmission in Example 2 of the present invention; Figure 6 This is a lever principle diagram of a power shift transmission in Example 2 of the present invention; In the figure: 1, input shaft; 2, output shaft; C, first parallel shaft; D, second parallel shaft; L, connecting shaft; T, idler shaft; Z1, first driving gear; Z2, second driving gear; Z3, third driving gear; Z4, fourth driving gear; Z5, first driven gear; Z6, second driven gear; Z7, fifth driving gear; Z8, third driven gear; Z9, sixth driving gear; F, forward gear; R, reverse gear; Z10, idler gear; Z11, fourth driven gear; C1 , first clutch; C2, second clutch; C3, third clutch; C4, fourth clutch; C5, fifth clutch; C6, sixth clutch; B1, seventh clutch; CQ, eighth clutch; CT, ninth clutch; G1, first clutch hub; G2, second clutch hub; G3, third clutch hub; G4, fourth clutch hub; G5, fifth clutch hub; CZ, sleeve gear seat; H, sleeve; S1, center gear; PC1, planetary carrier; P, planetary gear; A1, ring gear. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described 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 ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0032] The object of the present invention is to provide a power shift transmission and a vehicle to solve the technical problems of existing power shift transmissions, such as an insufficient speed ratio range, low output torque, large speed ratio difference between adjacent gears, poor shifting comfort, a large number of parallel axes, and a complex power transmission path.

[0033] The present invention is described in further detail below with reference to the accompanying drawings: Example 1 according to Figure 1As shown, this embodiment provides a power shift transmission, which is used to receive commands for executing different gears manually among 12 gears, and includes a main box module, an auxiliary box module, and a connecting shaft L; the main box module includes an input shaft 1, a first parallel shaft C, and a second parallel shaft D; the auxiliary box module includes a planetary gear, a clutch and slave gear integrated unit, and a connecting output shaft unit, and the planetary gear and clutch and slave gear integrated unit are both provided on the connecting output shaft unit; one end of the input shaft 1 is connected to the connecting output shaft unit and is adapted to the clutch and slave gear integrated unit; The first parallel shaft C and the second parallel shaft D are respectively arranged on both sides of the input shaft 1 and are parallel to the input shaft 1; a driving gear unit group is provided on the input shaft 1; a first clutch master-slave gear integrated unit is fixedly provided on the first parallel shaft C; a second clutch master-slave gear integrated unit and a shifting mechanism are fixedly provided on the second parallel shaft D; the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit and the shifting mechanism are respectively engaged with the driving gear unit group and the clutch slave gear integrated unit, wherein the shifting mechanism is used to receive different gear execution commands among the 12 gears through manual operation or automatic operation.

[0034] Specifically, the driving gear unit group includes a first driving gear Z1, a second driving gear Z2, a third driving gear Z3, and a fourth driving gear Z4 which are sequentially arranged on the input shaft 1; the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit and the shifting mechanism are respectively engaged with the first driving gear Z1, the second driving gear Z2, the third driving gear Z3, and the fourth driving gear Z4.

[0035] Among them, the first clutch master-slave gear integrated unit includes a first clutch hub G1, a first driven gear Z5, a second driven gear Z6 and a fifth driving gear Z7; the first driven gear Z5 is meshed with the first driving gear Z1, and the second driven gear Z6 is meshed with the fourth driving gear Z4; the first driven gear Z5 is provided with a third clutch C3, and the second driven gear Z6 is provided with a first clutch C1; the first clutch hub G1 is respectively adapted to the third clutch C3 and the first clutch C1; the fifth driving gear Z7 is meshed with the clutch-slave gear integrated unit.

[0036] Among them, the second clutch master-slave gear integrated unit includes a second clutch hub G2, a third driven gear Z8 and a sixth driving gear Z9; the third driven gear Z8 is meshed with the second driving gear Z2, and the third driven gear Z8 is provided with a fifth clutch C5. The second clutch hub G2 is respectively adapted to the fifth clutch C5 and the clutch unit in the shifting mechanism, and is used to receive different gear execution commands among the 12 gears through manual operation or automatic operation; the sixth driving gear Z9 is meshed with the clutch slave gear integrated unit.

[0037] In this embodiment, when receiving a manual command to execute a different gear among the 12 gears, the shift mechanism includes an idler shaft T, a forward gear F, a reverse gear R, an idler gear Z10, a sleeve H, and a sleeve gear holder CZ; the idler gear Z10 is fixed to the idler shaft T; the forward gear F and the reverse gear R are mounted on the second parallel shaft D via bearings; the forward gear F is meshed with the third driving gear Z3, the reverse gear R is meshed with the idler gear Z10, and the idler gear Z10 is meshed with the fourth driving gear Z4; the forward gear F and the reverse gear R are respectively adapted to the sleeve H, and are used to be connected to the sleeve H according to the execution command of different gears; the sleeve H is provided on the sleeve gear holder CZ, and the sleeve gear holder CZ is provided with a second clutch C2, and the second clutch C2 is adapted to the second clutch hub G2.

[0038] Specifically, the connecting output shaft unit includes a connecting shaft L and an output shaft 2; one end of the input shaft 1 is connected to the output shaft 2 through the connecting shaft L, the clutch and gear integrated units are arranged on the connecting shaft L and the output shaft 2, and the planetary gear is arranged on the output shaft 2.

[0039] Among them, the clutch slave gear integrated unit includes a fourth driven gear Z11, a third clutch hub G3, a fourth clutch hub G4, a fourth clutch C4 and a sixth clutch C6; the fourth driven gear Z11 is arranged on the connecting shaft L, and its two ends are respectively engaged with the driving gear ends of the first clutch master-slave gear integrated unit and the second clutch master-slave gear integrated unit; the third clutch hub G3, the fourth clutch hub G4, the fourth clutch C4 and the sixth clutch C6 are respectively arranged on the output shaft 2; the fourth driven gear Z11 is connected to the third clutch hub G3 and the fourth clutch hub G4; the third clutch hub G3 and the fourth clutch hub G4 are respectively connected to the fourth clutch C4 and the sixth clutch C6, wherein the third clutch hub G3 is connected to the planetary gear.

[0040] Among them, the planetary gear row includes a center gear S1, a planet carrier PC1, planetary gears P and a ring gear A1; the planet carrier PC1 is fixedly connected to the output shaft 2; the ring gear A1 is engaged with the planetary gear P, and the ring gear A1 is provided with a seventh clutch B1, and the ring gear A1 is adapted to the sixth clutch C6 and the seventh clutch B1 respectively.

[0041] according to Figure 2 As shown, through different combinations of the first clutch C1 and the first clutch C3 on the first parallel shaft C, the first clutch C4 on the input shaft 1, the second clutch C2, the fifth clutch C5 and the sixth clutch C6, the seventh clutch B1, and the sliding sleeve H on the second parallel shaft D (see Table 1 for specific combinations and quantities), the planetary gear set can form two auxiliary transmission routes: the sun gear S1 and the ring gear A1 as the power input and the planetary carrier PC1 as the power output, or the ring gear A1 is fixed, the sun gear S1 as the power input, and the planetary carrier PC1 as the power output. Combined with the meshing of different gears in the main gear box and the different positions of the sliding sleeve H in the reversing mechanism, multiple gears with different speed ratios and directions are formed.

[0042] Table 1 - Shift logic table of power shift transmission transmission route

[0043] It should be noted that in Table 1, the left and right in "sliding sleeve left position" and "sliding sleeve right position" are based on Figure 1 The left and right directions are defined in Table 1; “√” in Table 1 indicates that the corresponding clutch is in working state, or the sleeve is in the corresponding position.

[0044] In this embodiment, four specific examples are taken as examples, namely, forward 1st gear, forward 7th gear, reverse 1st gear, and reverse 2nd gear, to illustrate the shifting principle and power transmission path. Forward gear 1: The power source drives the input shaft 1 to rotate, and the fourth driving gear Z4 on the input shaft 1 engages with the second driven gear Z6. Through the cooperation of the first clutch hub G1 and the first clutch C1, the first parallel shaft C and the fifth driving gear Z7 are driven to rotate, and then the fourth driven gear Z11, the connecting shaft L and the third clutch hub G3, and the center gear S1 are driven to work. The seventh clutch B1 brakes the ring gear A1, and the center gear S1 drives the planet carrier PC1 to rotate. Finally, the power is output by the output shaft 2 through the planet carrier PC1.

[0045] Forward gear 7: The sliding sleeve H is in the left position, the power source drives the input shaft 1 to rotate, and the third driving gear Z3 on the input shaft 1 is engaged with the forward gear F. Through the cooperation of the second clutch hub G2 and the second clutch C2, the second parallel shaft D and the sixth driving gear Z9 are driven to rotate, and then the fourth driven gear Z11, the connecting shaft L and the third clutch hub G3, and the center gear S1 are driven to work. When the sixth clutch C6 is engaged, the fourth clutch hub G4 and the ring gear A1 are also driven to work. The center gear S1 and the ring gear A1 jointly drive the planet carrier PC1 to rotate, and finally the power is output by the output shaft 2 through the planet carrier PC1.

[0046] Reverse gear 1: The sliding sleeve H is in the right position, the power source drives the input shaft 1 to rotate, the fourth driving gear Z4 on the input shaft 1 engages with the idler gear Z10, and the idler gear Z10 engages with the reverse gear R. Through the cooperation of the second clutch hub G2 and the second clutch C2, the second parallel shaft D and the sixth driving gear Z9 are driven to rotate, and then the fourth driven gear Z11, the connecting shaft L and the third clutch hub G3, and the center gear S1 are driven to work. The seventh clutch B1 brakes the ring gear A1, and the center gear S1 drives the planet carrier PC1 to rotate. Finally, the power is output by the output shaft 2 through the planet carrier PC1.

[0047] Reverse gear 2: The sliding sleeve H is in the right position, the power source drives the input shaft 1 to rotate, the fourth driving gear Z4 on the input shaft 1 meshes with the idler gear Z10, and the idler gear Z10 meshes with the reverse gear R. Through the cooperation of the second clutch hub G2 and the second clutch C2, the second parallel shaft D and the sixth driving gear Z9 are driven to rotate, and then the fourth driven gear Z11, the connecting shaft L and the third clutch hub G3, and the center gear S1 are driven to work. When the sixth clutch C6 is engaged, the fourth clutch hub G4 and the ring gear A1 are also driven to work. The center gear S1 and the ring gear A1 jointly drive the planet carrier PC1 to rotate, and finally the power is output by the output shaft 2 through the planet carrier PC1.

[0048] according to Figure 3 As shown, the two horizontal lines in the figure represent: "0" horizontal line represents zero speed, and "1" represents the speed is the input speed and its speed is the same as the first rotating shaft 1. The characters on the horizontal line refer to Figure 2 The names of the components shown in the connection principle diagram are determined by the number of teeth between the components and the matching relationship between them. The straight lines between the components represent the corresponding rotating axes that are fixedly connected to them. This method is a speed comparison method commonly used by technicians in this field.

[0049] The above-mentioned first clutch C1 to sixth clutch C6 are in the corresponding insertion positions of the horizontal line with input "1", and the above-mentioned seventh clutch B1 is in the corresponding insertion position of the fixed horizontal line "0"; the speed transmission line will pass through the effective clutch, and the final value of the speed transmission line on the output shaft 2 is the ratio of the output speed to the input speed when this group of torque transmission devices is in operation.

[0050] The present embodiment provides a power shift transmission, whose transmission route specifically includes 10 forward gears and 2 reverse gears, which are formed by a combination of two of the seven clutch groups, different positions of the sliding sleeve H of the reversing mechanism, and the planetary gear set. The power transmission route is short and the power utilization rate is high.

[0051] Example 2 according to Figure 4 As shown, this embodiment provides a power shift transmission, which is used to receive commands for executing different gears through automated operation among 12 gears, and includes a main box module, an auxiliary box module, and a connecting shaft L; the main box module includes an input shaft 1, a first parallel shaft C, and a second parallel shaft D; the auxiliary box module includes a planetary gear, a clutch and slave gear integrated unit, and a connecting output shaft unit, wherein the planetary gear and the clutch and slave gear integrated unit are both arranged on the connecting output shaft unit; one end of the input shaft 1 is connected to the connecting output shaft unit and is adapted to the clutch and slave gear integrated unit; The first parallel shaft C and the second parallel shaft D are respectively arranged on both sides of the input shaft 1 and are parallel to the input shaft 1; a driving gear unit group is provided on the input shaft 1; a first clutch master-slave gear integrated unit is fixedly provided on the first parallel shaft C; a second clutch master-slave gear integrated unit and a shifting mechanism are fixedly provided on the second parallel shaft D; the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit and the shifting mechanism are respectively engaged with the driving gear unit group and the clutch slave gear integrated unit, wherein the shifting mechanism is used to receive different gear execution commands among the 12 gears through manual operation or automatic operation.

[0052] Specifically, the driving gear unit group includes a first driving gear Z1, a second driving gear Z2, a third driving gear Z3, and a fourth driving gear Z4 which are sequentially arranged on the input shaft 1; the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit and the shifting mechanism are respectively engaged with the first driving gear Z1, the second driving gear Z2, the third driving gear Z3, and the fourth driving gear Z4.

[0053] Among them, the first clutch master-slave gear integrated unit includes a first clutch hub G1, a first driven gear Z5, a second driven gear Z6 and a fifth driving gear Z7; the first driven gear Z5 is meshed with the first driving gear Z1, and the second driven gear Z6 is meshed with the fourth driving gear Z4; the first driven gear Z5 is provided with a third clutch C3, and the second driven gear Z6 is provided with a first clutch C1; the first clutch hub G1 is respectively adapted to the third clutch C3 and the first clutch C1; the fifth driving gear Z7 is meshed with the clutch-slave gear integrated unit.

[0054] Among them, the second clutch master-slave gear integrated unit includes a second clutch hub G2, a third driven gear Z8 and a sixth driving gear Z9; the third driven gear Z8 is meshed with the second driving gear Z2, and the third driven gear Z8 is provided with a fifth clutch C5. The second clutch hub G2 is respectively adapted to the fifth clutch C5 and the clutch unit in the shifting mechanism, and is used to receive different gear execution commands among the 12 gears through manual operation or automatic operation; the sixth driving gear Z9 is meshed with the clutch slave gear integrated unit.

[0055] In this embodiment, when receiving a command to execute a different gear position through automated operation among the 12 gear positions, the shifting mechanism includes an idler shaft T, a forward gear F, a reverse gear R, an idler gear Z10, and a fifth clutch hub G5; the idler gear Z10 is fixed to the idler shaft T; the forward gear F and the reverse gear R are mounted on the second parallel shaft D via bearings; the forward gear F is meshed with the third driving gear Z3, the reverse gear R is meshed with the idler gear Z10, and the idler gear Z10 is meshed with the fourth driving gear Z4; an eighth clutch CQ is provided in the forward gear F; a ninth clutch CT is provided in the reverse gear R; a second clutch C2 is provided in the fifth clutch hub G5, the second clutch C2 is adapted to the second clutch hub G2, and the fifth clutch hub G5 is adapted to the eighth clutch CQ and the ninth clutch CT, respectively, for engaging with the fifth clutch hub G5 corresponding to the eighth clutch CQ or the ninth clutch CT when executing a shifting gear position execution command.

[0056] Specifically, the connecting output shaft unit includes a connecting shaft L and an output shaft 2; one end of the input shaft 1 is connected to the output shaft 2 through the connecting shaft L, the clutch and gear integrated units are arranged on the connecting shaft L and the output shaft 2, and the planetary gear is arranged on the output shaft 2.

[0057] Among them, the clutch slave gear integrated unit includes a fourth driven gear Z11, a third clutch hub G3, a fourth clutch hub G4, a fourth clutch C4 and a sixth clutch C6; the fourth driven gear Z11 is arranged on the connecting shaft L, and its two ends are respectively engaged with the driving gear ends of the first clutch master-slave gear integrated unit and the second clutch master-slave gear integrated unit; the third clutch hub G3, the fourth clutch hub G4, the fourth clutch C4 and the sixth clutch C6 are respectively arranged on the output shaft 2; the fourth driven gear Z11 is connected to the third clutch hub G3 and the fourth clutch hub G4; the third clutch hub G3 and the fourth clutch hub G4 are respectively connected to the fourth clutch C4 and the sixth clutch C6, wherein the third clutch hub G3 is connected to the planetary gear.

[0058] Among them, the planetary gear row includes a center gear S1, a planet carrier PC1, planetary gears P and a ring gear A1; the planet carrier PC1 is fixedly connected to the output shaft 2; the ring gear A1 is engaged with the planetary gear P, and the ring gear A1 is provided with a seventh clutch B1, and the ring gear A1 is adapted to the sixth clutch C6 and the seventh clutch B1 respectively.

[0059] according to Figure 5 As shown, through different combinations of the first clutch C1 and the first clutch C3 on the first parallel shaft C, the first clutch C4 on the input shaft 1, the second clutch C2, the fifth clutch C5, and the sixth clutch C6, the seventh clutch C7, the eighth clutch CQ, and the ninth clutch CT on the second parallel shaft D (see Table 2 for specific combinations and quantities), the planetary gear set can form two auxiliary transmission route combinations: the sun gear S1 and the ring gear A1 as the power input and the planetary carrier PC1 as the power output, or the ring gear A1 is fixed, the sun gear S1 as the power input, and the planetary carrier PC1 as the power output. Combined with the different gear meshing of the main transmission and the different combinations of the eighth clutch CQ and the ninth clutch CT in the reversing mechanism, multiple gears with different speed ratios and directions are formed, and no power interruption can be achieved during the vehicle reversing process.

[0060] Table 2 - Shift logic table for powershift transmission transmission route

[0061] It should be noted that “√” in Table 1 indicates that the corresponding clutch is in working state.

[0062] The shifting principle and power transmission path are explained below using five specific examples: forward 1st gear, forward 7th gear, reverse 1st gear, reverse 2nd gear, and forward 1st gear without power interruption to reverse 1st gear. Forward gear 1: The power source drives the input shaft 1 to rotate, and the fourth driving gear Z4 on the input shaft 1 engages with the driven gear Z6. Through the cooperation of the first clutch hub G1 and the first clutch C1, the first parallel shaft C and the fifth driving gear Z7 are driven to rotate, and then the fourth driven gear Z11, the connecting shaft L and the third clutch hub G3, and the center gear S1 are driven to work. The seventh clutch B1 brakes the ring gear A1, and the center gear S1 drives the planet carrier PC1 to rotate. Finally, the power is output by the output shaft 2 through the planet carrier PC1.

[0063] Forward gear 7: The power source drives the input shaft 1 to rotate, and the third driving gear Z3 on the input shaft 1 engages with the forward gear Q. Through the cooperation of the fifth clutch hub G5, the eighth clutch CQ, the second clutch hub G2 and the second clutch C2, the second parallel shaft D and the sixth driving gear Z9 are driven to rotate, and then the driven gear Z11, the connecting shaft L, the third clutch hub G3 and the center gear S1 are driven to work. When the sixth clutch C6 is engaged, the fourth clutch hub G4 and the ring gear A1 are also driven to work. The center gear S1 and the ring gear A1 jointly drive the planet carrier PC1 to rotate, and finally the power is output by the output shaft 2 through the planet carrier PC1.

[0064] Reverse gear 1: The power source drives the input shaft 1 to rotate, the fourth driving gear Z4 on the input shaft 1 engages with the intermediate gear Z10, and the intermediate gear Z10 engages with the reverse gear T. Through the cooperation of the fifth clutch hub G5 and the ninth clutch CT as well as the second clutch hub G2 and the second clutch C2, the second parallel shaft D and the sixth driving gear Z9 are driven to rotate, and then the driven gear Z11, the connecting shaft L and the third clutch hub G3, and the center gear S1 are driven to work. The seventh clutch B1 brakes the ring gear A1, and the center gear S1 drives the planet carrier PC1 to rotate. Finally, the power is output by the output shaft 2 through the planet carrier PC1.

[0065] Reverse 2nd gear: The power source drives the input shaft 1 to rotate, and the fourth driving gear Z4 on the input shaft 1 engages with the intermediate gear Z10, and the intermediate gear Z10 engages with the reverse gear T. Through the cooperation of the fifth clutch hub G5, the ninth clutch CT, the second clutch hub G2, and the second clutch C2, the second parallel shaft D and the driving gear Z9 are driven to rotate, and then the fourth driven gear Z11, the connecting shaft L, the third clutch hub G3, and the center gear S1 are driven to work. When the sixth clutch C6 is engaged, the fourth clutch hub G4 and the ring gear A1 are also driven to work. The center gear S1 and the ring gear A1 jointly drive the planet carrier PC1 to rotate, and finally the power is output by the output shaft 2 through the planet carrier PC1.

[0066] Switching from forward 1st gear to reverse 1st gear without power interruption: the power source drives the input shaft 1 to continue rotating, and commands and controls the first clutch C1 to change from engaged to non-engaged working state, and the seventh clutch B1 remains engaged. At the same time, the second clutch C2 and the ninth clutch CT are commanded and controlled to transition from non-engaged to engaged working state. During the working state conversion process of the two sets of clutches, their friction plates perform sliding work and quickly stop the vehicle speed and then immediately press and engage, thereby realizing the switching from forward 1st gear to reverse 1st gear, and achieving uninterrupted power during the switching process, simplifying the driver's operation and improving energy utilization.

[0067] according to Figure 6 As shown, the two horizontal lines in the figure represent: "0" horizontal line represents zero speed, and "1" represents the speed is the input speed and its speed is the same as the first rotating shaft 1. The characters on the horizontal line refer to Figure 5 The names of the components shown in the connection principle diagram are determined by the number of teeth between the components and the matching relationship between them. The straight lines between the components represent the corresponding rotating axes that are fixedly connected to them. This method is a speed comparison method commonly used by technicians in this field.

[0068] The present embodiment provides a power shift transmission, whose transmission route specifically includes 10 forward gears and 2 reverse gears. Through the different combinations of 9 groups of clutches and their combination with the planetary gearbox, a short power transmission route is formed, the entire box structure is compactly arranged, and the vehicle reversing can be achieved without power interruption and with high power utilization.

[0069] Example 3 This embodiment also provides a vehicle, comprising a power shift transmission as described above.

[0070] In summary, the powershift transmission provided by the present invention is capable of combining a wide range of gear ratio combinations by arranging the coordinated operation of the main and auxiliary transmission modules. This multi-module, multi-shaft design enables the transmission to operate with different gear combinations, thereby achieving a wider speed ratio range and meeting the vehicle speed and torque requirements under different operating conditions. The input shaft is directly connected to the auxiliary transmission module's output shaft unit, and the auxiliary transmission module includes a planetary gear set and other structures. The planetary gear set has the characteristics of a compact structure, a large transmission ratio, and a strong load-bearing capacity. It can effectively amplify and transmit the power transmitted by the input shaft, thereby increasing the output torque, improving the vehicle's power performance, and enabling it to adapt to heavier load conditions. The arrangement of 12 gears and the rational meshing relationship between the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit, the driving gear unit group, and the clutch slave gear integrated unit ensure smoother transitions between gears. Precise gear tooth count design and transmission ratio calculation minimize the speed ratio difference between adjacent gears, ensuring smoother power delivery during shifts, reducing power interruptions and jerks caused by gear changes, and improving shift comfort. The shift mechanism can receive manual or automated commands for each of the 12 gears, enabling precise shifting.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered by the scope of protection of the claims of the present invention.

Claims

1. A power shift transmission, characterized in that: Includes main box module, auxiliary box module and connecting shaft (L); The main box module comprises an input shaft (1), a first parallel shaft (C) and a second parallel shaft (D); The auxiliary box module comprises a planetary gear, a clutch slave gear integrated unit and a connecting output shaft unit, wherein the planetary gear and the clutch slave gear integrated unit are both arranged on the connecting output shaft unit; one end of the input shaft (1) is connected to the connecting output shaft unit and is adapted to the clutch slave gear integrated unit; The first parallel shaft (C) and the second parallel shaft (D) are respectively arranged on both sides of the input shaft (1) and are parallel to the input shaft (1); a driving gear unit group is provided on the input shaft (1); a first clutch master-slave gear integrated unit is fixedly provided on the first parallel shaft (C); a second clutch master-slave gear integrated unit and a shift mechanism are fixedly provided on the second parallel shaft (D); The first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit and the shifting mechanism are respectively engaged with the driving gear unit group and the clutch slave gear integrated unit, wherein the shifting mechanism is used to receive different gear execution commands in the gear position through manual operation or automatic operation.

2. A power shift transmission according to claim 1, characterized in that: The driving gear unit group comprises a first driving gear (Z1), a second driving gear (Z2), a third driving gear (Z3), and a fourth driving gear (Z4) which are sequentially arranged on an input shaft (1); the first clutch master-slave gear integrated unit, the second clutch master-slave gear integrated unit, and a shifting mechanism are respectively meshed with the first driving gear (Z1), the second driving gear (Z2), the third driving gear (Z3), and the fourth driving gear (Z4).

3. A power shift transmission according to claim 2, characterized in that: The first clutch master-slave gear integrated unit comprises a first clutch hub (G1), a first driven gear (Z5), a second driven gear (Z6) and a fifth driving gear (Z7); The first driven gear (Z5) is meshed with the first driving gear (Z1), and the second driven gear (Z6) is meshed with the fourth driving gear (Z4); The first driven gear (Z5) is provided with a third clutch (C3), and the second driven gear (Z6) is provided with a first clutch (C1); The first clutch hub (G1) is respectively adapted to the third clutch (C3) and the first clutch (C1); The fifth driving gear (Z7) is meshed with the clutch from the gear integration unit.

4. The power shift transmission according to claim 2, characterized in that: The second clutch master-slave gear integrated unit includes a second clutch hub (G2), a third driven gear (Z8) and a sixth driving gear (Z9); The third driven gear (Z8) is meshed with the second driving gear (Z2), a fifth clutch (C5) is provided in the third driven gear (Z8), and the second clutch hub (G2) is respectively adapted to the fifth clutch (C5) and the clutch unit in the shift mechanism, and is used to receive different gear execution commands in the gear position through manual operation or automatic operation; The sixth driving gear (Z9) is meshed with the clutch from the gear integration unit.

5. The power shift transmission according to claim 4, characterized in that: When receiving a manual command to execute a different gear position in the gear position, the gear shift mechanism includes an idler shaft (T), a forward gear (F), a reverse gear (R), an idler (Z10), a sleeve (H), and a sleeve gear seat (CZ); The idler wheel (Z10) is fixed on the idler wheel shaft (T); the forward gear (F) and the reverse gear (R) are mounted on the second parallel shaft (D) through bearings; The forward gear (F) is meshed with the third driving gear (Z3), the reverse gear (R) is meshed with the idler gear (Z10), and the idler gear (Z10) is meshed with the fourth driving gear (Z4); The forward gear (F) and the reverse gear (R) are respectively adapted to the sliding sleeve (H) and are used to be connected to the sliding sleeve (H) according to the execution of different gear execution commands; The sliding sleeve (H) is arranged on a sliding sleeve tooth seat (CZ), a second clutch (C2) is arranged in the sliding sleeve tooth seat (CZ), and the second clutch (C2) is adapted to a second clutch hub (G2).

6. The power shift transmission according to claim 4, characterized in that: When receiving a command to execute a different gear position by automated operation in a gear position, the gear shift mechanism includes an idler shaft (T), a forward gear (F), a reverse gear (R), an idler gear (Z10) and a fifth clutch hub (G5); The idler wheel (Z10) is fixed on the idler wheel shaft (T); the forward gear (F) and the reverse gear (R) are mounted on the second parallel shaft (D) via bearings; the forward gear (F) meshes with the third driving gear (Z3), the reverse gear (R) meshes with the idler wheel (Z10), and the idler wheel (Z10) meshes with the fourth driving gear (Z4); The forward gear (F) is provided with an eighth clutch (CQ); the reverse gear (R) is provided with a ninth clutch (CT); The fifth clutch hub (G5) is provided with a second clutch (C2), the second clutch (C2) is adapted to the second clutch hub (G2), and the fifth clutch hub (G5) is adapted to the eighth clutch (CQ) and the ninth clutch (CT) respectively, and is used to combine with the fifth clutch hub (G5) corresponding to the eighth clutch (CQ) or the ninth clutch (CT) when executing a shift gear execution command.

7. The power shift transmission according to claim 1, characterized in that: The connecting output shaft unit comprises a connecting shaft (L) and an output shaft (2); One end of the input shaft (1) is connected to the output shaft (2) via a connecting shaft (L), the clutch and the gear integrated unit are both arranged on the connecting shaft (L) and the output shaft (2), and the planetary gear is arranged on the output shaft (2).

8. The power shift transmission according to claim 7, characterized in that: The clutch-slave gear integrated unit includes a fourth driven gear (Z11), a third clutch hub (G3), a fourth clutch hub (G4), a fourth clutch (C4) and a sixth clutch (C6); The fourth driven gear (Z11) is arranged on the connecting shaft (L), and its two ends are respectively meshed with the driving gear ends of the first clutch master-slave gear integrated unit and the second clutch master-slave gear integrated unit; The third clutch hub (G3), the fourth clutch hub (G4), the fourth clutch (C4) and the sixth clutch (C6) are respectively arranged on the output shaft (2); The fourth driven gear (Z11) is connected to the third clutch hub (G3) and the fourth clutch hub (G4); The third clutch hub (G3) and the fourth clutch hub (G4) are respectively connected to the fourth clutch (C4) and the sixth clutch (C6), wherein the third clutch hub (G3) is connected to the planetary gear.

9. The power shift transmission according to claim 8, characterized in that: The planetary gear train comprises a center gear (S1), a planet carrier (PC1), planetary gears (P) and a ring gear (A1); the planet carrier (PC1) is fixedly connected to the output shaft (2); the ring gear (A1) is meshed with the planetary gears (P), and a seventh clutch (B1) is provided on the ring gear (A1), and the ring gear (A1) is respectively adapted to the sixth clutch (C6) and the seventh clutch (B1).

10. A vehicle, characterized in that: It comprises a power shift transmission as claimed in any one of claims 1 to 9.

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