Multi-intermediate-shaft five-gear transmission and control method thereof

Abstract

The invention provides a multi-intermediate-shaft five-gear transmission and a control method thereof. The multi-intermediate-shaft five-gear transmission comprises an input shaft, an output shaft, a plurality of sets of first intermediate shafts, a plurality of sets of second intermediate shafts, a first gear shifting mechanism, a second gear shifting mechanism and a third gear shifting mechanism, the input shaft and the output shaft are coaxial, and the 2X sets of first intermediate shafts are arranged around the input shaft; the input shaft is connected with all the first intermediate shafts through a first gear shifting mechanism and connected with all the second intermediate shafts through the first gear shifting mechanism, the X sets of second intermediate shafts are arranged around the output shaft, the output shaft is connected with all the second intermediate shafts through a third gear shifting mechanism, and the X sets of second intermediate shafts are arranged around the output shaft. The input shaft is connected with the output shaft through a second gear shifting mechanism. According to the multi-intermediate-shaft five-gear transmission and the control method thereof, the size and the weight are not obviously increased, the extreme working condition and the high torque requirement can be met, the transmission stability and reliability are improved, and the service life is prolonged.

Description

Technical Field

[0001] This invention relates to transmissions, and more specifically to a five-speed transmission with multiple intermediate shafts and its control method. Background Technology

[0002] As commercial vehicles, heavy machinery, and special vehicles (such as mining dump trucks and large buses) develop towards larger tonnage, higher power, higher efficiency, and higher reliability, the performance requirements for their core transmission components, such as gearboxes, are becoming increasingly stringent. Gearboxes need to withstand continuously increasing engine input torque while also meeting design requirements for lightweight, compactness, low noise, and long lifespan. Currently, most mainstream heavy-duty gearboxes employ a dual-intermediate-shaft or triple-intermediate-shaft structure. Even the triple-intermediate-shaft structure still faces technical bottlenecks when facing extreme operating conditions and higher torque demands. Therefore, there is an urgent need in this field for a new gearbox structure that can further break through the limits of torque transmission without significantly increasing size and weight, while significantly improving transmission smoothness, reliability, and lifespan. Summary of the Invention

[0003] To meet the needs of commercial vehicle transmissions, this invention provides a multi-intermediate-shaft five-speed transmission that can meet extreme operating conditions and high torque requirements without significantly increasing size and weight, while improving transmission smoothness, reliability and lifespan.

[0004] A multi-intermediate-shaft five-speed transmission includes an input shaft, an output shaft, multiple sets of first intermediate shafts, multiple sets of second intermediate shafts, a first shifting mechanism, a second shifting mechanism, and a third shifting mechanism. The input shaft and the output shaft are coaxial. 2X sets of first intermediate shafts are arranged around the input shaft. The input shaft is connected to all the first intermediate shafts through the first shifting mechanism and also to all the second intermediate shafts through the first shifting mechanism. X sets of second intermediate shafts are arranged around the output shaft. The output shaft is connected to all the second intermediate shafts through the third shifting mechanism. The input shaft and the output shaft are connected through the second shifting mechanism. Every two sets of first intermediate shafts mesh with one set of second intermediate shafts.

[0005] In a preferred embodiment of the multi-intermediate-shaft five-speed transmission provided by the present invention, the first shifting mechanism includes a first input engagement tooth fixedly disposed on the input shaft, and a first low-gear engagement tooth and a first high-gear engagement tooth slidably disposed on the input shaft. The first input engagement tooth is connected to the first low-gear engagement tooth and disconnected from the first high-gear engagement tooth, or disconnected from the first low-gear engagement tooth and engaged with the first high-gear engagement tooth, or both are disconnected.

[0006] The second shifting mechanism includes a second input engagement tooth fixedly disposed on the input shaft and a second output engagement tooth fixedly disposed on the output shaft. The second input engagement tooth is connected to the second output engagement tooth or disconnected from the second output engagement tooth.

[0007] The third shifting mechanism includes a third output engagement tooth fixedly disposed on the output shaft, and a third low-gear engagement tooth and a third high-gear engagement tooth slidably disposed on the output shaft. The third output engagement tooth is connected to the third low-gear engagement tooth and disconnected from the third high-gear engagement tooth, or disconnected from the third low-gear engagement tooth and engaged with the third high-gear engagement tooth, or both disconnected.

[0008] In a preferred embodiment of the multi-intermediate-shaft five-speed transmission provided by the present invention, the first intermediate shaft is further provided with a first bus tooth, and the second intermediate shaft is further provided with a second bus tooth, wherein every two first bus teeth mesh with one second bus tooth.

[0009] In a preferred embodiment of the multi-intermediate-shaft five-speed transmission provided by the present invention, the first shifting mechanism further includes a first low-gear drive tooth disposed on the first low-gear engagement tooth and a first high-gear drive tooth disposed on the first high-gear engagement tooth, the first intermediate shaft is provided with a first driven tooth that meshes with the first low-gear drive tooth, and the second intermediate shaft is provided with a second driven tooth that meshes with the first high-gear drive tooth.

[0010] The third shifting mechanism further includes a third low-gear driven gear and a third high-gear driven gear movably disposed on the output shaft. The two gears are respectively provided with a third low-gear engagement gear and a third high-gear engagement gear. The second intermediate shaft is fixedly provided with a second low-gear driving gear and a second high-gear driving gear, which mesh with the third low-gear driven gear and the third high-gear driven gear respectively.

[0011] In a preferred embodiment of the multi-intermediate-shaft five-speed transmission provided by the present invention, it includes five gear driving states and a neutral state. In the fifth gear drive mode, the first shift mechanism and the third shift mechanism are disconnected, the second shift mechanism is connected, and the input shaft is connected to the output shaft; In fourth gear drive mode, the first shift mechanism is connected to the second intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism is connected to the second intermediate shaft through the third high-gear engagement gear, and the input shaft, the second intermediate shaft, and the output shaft are connected in sequence. In the three-speed drive state, the first shift mechanism is connected to the second intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism is connected to the second intermediate shaft through the third low gear engagement gear, and the input shaft, the second intermediate shaft, and the output shaft are connected in sequence; In second gear drive mode, the first shift mechanism is connected to the first intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism is connected to the second intermediate shaft through the third high-gear engagement gear, and the input shaft, the second intermediate shaft, the first intermediate shaft, and the output shaft are connected in sequence; In first gear drive mode, the first shift mechanism is connected to the first intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism is connected to the second intermediate shaft through the third low gear engagement gear, and the input shaft, the second intermediate shaft, the first intermediate shaft, and the output shaft are connected in sequence. In the neutral state, the first shifting mechanism, the second shifting mechanism, and the third shifting mechanism are all disengaged.

[0012] In the five-speed drive state, the first input engagement tooth is disconnected from both the first low-speed engagement tooth and the first high-speed engagement tooth, the second input engagement tooth is connected to the second output engagement tooth, and the third output engagement tooth is disconnected from both the third low-speed engagement tooth and the third high-speed engagement tooth. In the four-speed driving state, the first input engagement tooth is disconnected from the first low-speed engagement tooth and connected to the first high-speed engagement tooth; the second input engagement tooth is disconnected from the second output engagement tooth; and the third output engagement tooth is disconnected from the third low-speed engagement tooth and connected to the third high-speed engagement tooth. In the three-speed driving state, the first input engagement tooth is disconnected from the first low-speed engagement tooth and connected to the first high-speed engagement tooth; the second input engagement tooth is disconnected from the second output engagement tooth; and the third output engagement tooth is connected to the third low-speed engagement tooth and disconnected from the third high-speed engagement tooth. In the second-gear drive state, the first input engagement tooth is connected to the first low-gear engagement tooth and disconnected from the first high-gear engagement tooth; the second input engagement tooth is disconnected from the second output engagement tooth; and the third output engagement tooth is disconnected from the third low-gear engagement tooth and connected to the third high-gear engagement tooth. In the first gear driving state, the first input engagement tooth is connected to the first low gear engagement tooth and disconnected from the first high gear engagement tooth; the second input engagement tooth is disconnected from the second output engagement tooth; and the third output engagement tooth is connected to the third low gear engagement tooth and disconnected from the third high gear engagement tooth.

[0013] A transmission control method, based on the multi-intermediate-shaft five-speed transmission, is used to control the multi-intermediate-shaft five-speed transmission to switch between the first-gear drive state, the second-gear drive state, the fifth-gear drive state, and the neutral state.

[0014] Compared with existing technologies, the multi-intermediate-shaft five-speed transmission provided by this invention has the following advantages: 1. The multi-intermediate-shaft five-speed transmission provided by this invention employs a structure of four first intermediate shafts and two second intermediate shafts. In first and second gear, the larger torque is distributed to the four first intermediate shafts, while in third and fourth gear, the smaller torque is distributed to the two second intermediate shafts. Power is effectively distributed across different gears, significantly reducing the load on gears, shafts, and bearings. While maintaining the same total output torque, the transmission can be made more compact.

[0015] 2. In the multi-intermediate-shaft five-speed transmission provided by this invention, the first and second intermediate shafts are symmetrically arranged around the input and output shafts. The resulting radial forces can cancel each other out, reducing the radial load on the input and output shaft bearings and decreasing shaft deformation and vibration. The meshing of multiple gear pairs can achieve a certain "averaging effect," helping to smooth torque fluctuations during transmission. Simultaneously, gear machining errors and meshing impacts are dispersed and averaged. This helps reduce overall transmission noise, making the transmission run more smoothly and with lower noise levels.

[0016] 3. In the five drive gears of the multi-intermediate-shaft five-speed transmission provided by this invention, the fifth gear is a direct-drive gear, the fourth and third gears are two-stage reduction gears, and the second and first gears are three-stage reduction gears. This achieves a clear "stepped" gear distribution, making it easy to achieve smooth and stable gear shifting. Attached Figure Description

[0017] Figure 1 This is a structural diagram of a five-speed transmission with multiple intermediate shafts; Figure 2 This is a structural diagram of a five-speed transmission with multiple intermediate shafts, viewed from the end. Figure 3 This is a power flow diagram of a multi-intermediate-shaft five-speed transmission in fifth gear; Figure 4 This is a power flow diagram of a multi-intermediate-shaft five-speed transmission in fourth gear; Figure 5 This is a power flow diagram of a multi-intermediate-shaft five-speed transmission in third gear; Figure 6 This is a power flow diagram of a multi-intermediate-shaft five-speed transmission in second gear; Figure 7 This is a power flow diagram of a five-speed transmission with multiple intermediate shafts in first gear.

[0018] Numbering in the diagram: Input shaft 1, First intermediate shaft 1, 2, First intermediate shaft 2, 3, First intermediate shaft 3, 4, First intermediate shaft 4, 5, Second intermediate shaft 1, 6, Second intermediate shaft 2, 7, Output shaft 8, First low-gear drive gear, 9, First driven gear 1, 10, First driven gear 2, 11, First driven gear 3, 12, First driven gear 4, 13, First busbar gear 1, 14, First busbar gear 2, 15, First busbar gear 3, 16, First busbar gear 4, 17, Second busbar gear 1, 18, Second busbar gear 2, 19, Second driven gear 1, 20, Second driven gear 2 21. First high-grade driving gear; 22. Second high-grade driving gear one; 23. Second high-grade driving gear two; 24. Third high-grade driven gear; 25. Second low-grade driving gear one; 26. Second low-grade driving gear two; 27. Third low-grade driven gear; 28. First low-grade engagement gear; 29. ​​First input engagement gear; 30. First high-grade engagement gear; 31. Second input engagement gear; 32. Second output engagement gear; 33. Third high-grade engagement gear; 34. Third output engagement gear; 35. Third low-grade engagement gear; 36. First gear sleeve; 37. Second gear sleeve; 38. Third gear sleeve; 39. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0020] Please also refer to Figure 1 and Figure 2 These are structural diagrams of the multi-intermediate-shaft five-speed transmission provided by the present invention, and structural diagrams from its end view.

[0021] The multi-intermediate-shaft five-speed transmission includes an input shaft 1, an output shaft 8, four sets of first intermediate shafts, referred to as first intermediate shaft one 2, first intermediate shaft two 3, first intermediate shaft three 4, and first intermediate shaft four 5, two sets of second intermediate shafts, referred to as second intermediate shaft one 6 and second intermediate shaft two 7, a first shifting mechanism, a second shifting mechanism, and a third shifting mechanism.

[0022] The first shifting mechanism includes a first input engagement tooth 30 fixedly mounted on the input shaft 1, a first low-gear engagement tooth 29, a first low-gear drive tooth 9, a first high-gear engagement tooth 31, and a first high-gear drive tooth 22 slidably mounted on the input shaft 1, and a first gear sleeve 37 for switching between the three engagement teeth. The first low-gear engagement tooth 29 is fixedly connected to the first low-gear drive tooth 9, and the first high-gear engagement tooth 31 is fixedly connected to the first high-gear drive tooth 22.

[0023] The second shifting mechanism includes a second input engagement tooth 32 fixedly disposed at the end of the input shaft 1, a second output engagement tooth 33 fixedly disposed at the end of the output shaft 8, and a second gear sleeve 38 for switching between the two engagement teeth.

[0024] The third shifting mechanism includes a third output engagement tooth 35 fixedly mounted on the output shaft 8, a third low-gear engagement tooth 36, a third low-gear driven tooth 28, a third high-gear engagement tooth 34, a third high-gear driven tooth 25 slidably mounted on the output shaft 8, and a third gear sleeve 39 for switching between the three engagement teeth. The third low-gear engagement tooth 36 is fixedly connected to the third low-gear driven tooth 28, and the third high-gear engagement tooth 34 is fixedly connected to the third high-gear driven tooth 25.

[0025] The first intermediate shaft 12 is fixedly provided with the first driven tooth 10 and the first conduit tooth 14; the first intermediate shaft 23 is fixedly provided with the first driven tooth 21 and the first conduit tooth 25; the first intermediate shaft 34 is fixedly provided with the first driven tooth 32 and the first conduit tooth 36; the first intermediate shaft 45 is fixedly provided with the first driven tooth 43 and the first conduit tooth 47.

[0026] The first driven teeth 10 to 13 have the same structure, and the first confluence teeth 14 to 17 have the same structure. The first intermediate shafts 2 to 5 are arranged in a ring around the input shaft 1 and are parallel to the input shaft 1. The first driven teeth 10 to 13 all mesh with the first low-gear driving teeth 9.

[0027] The second intermediate shaft 6 is fixedly provided with a second busbar gear 18, a second driven gear 20, a second high-grade driving gear 23, and a second low-grade driving gear 26. The second intermediate shaft 7 is fixedly provided with a second busbar gear 19, a second driven gear 21, a second high-grade driving gear 24, and a second low-grade driving gear 27.

[0028] The second manifold tooth 18 and the second manifold tooth 19 have the same structure. The second driven tooth 20 and the second driven tooth 21 have the same structure. The second high-grade driving tooth 23 and the second high-grade driving tooth 24 have the same structure. The second low-grade driving tooth 26 and the second low-grade driving tooth 27 have the same structure.

[0029] The second intermediate shaft 6 and the second intermediate shaft 7 are located on both sides of the output shaft 8 and are parallel to the output shaft 8. The second intermediate shaft 6 is located between the first intermediate shaft 2 and the first intermediate shaft 3, and the second intermediate shaft 7 is located between the first intermediate shaft 4 and the first intermediate shaft 5.

[0030] First manifold tooth 14 and first manifold tooth 2 15 both mesh with second manifold tooth 18. First manifold tooth 3 16 and first manifold tooth 4 17 both mesh with second manifold tooth 2 19.

[0031] The second driven tooth 20 and the second driven tooth 21 both mesh with the first high-gear driving tooth 22. The second high-gear driving tooth 23 and the second high-gear driving tooth 24 both mesh with the third high-gear driven tooth 25. The second low-gear driving tooth 26 and the second low-gear driving tooth 27 both mesh with the third low-gear driven tooth 28.

[0032] Please also refer to Figures 3 to 7 These are the power flow diagrams of the multi-intermediate-shaft five-speed transmission provided by the present invention at the five gears.

[0033] Besides neutral, the above structure can provide five driving gears, specifically: In fifth gear drive mode, the first gear sleeve 37 is in neutral, the second gear sleeve 38 is in the right position, and the third gear sleeve 39 is in neutral. At this time, the first input engagement gear 30 is disengaged from both the first low-gear engagement gear 29 and the first high-gear engagement gear 31; the second input engagement gear 32 is connected to the second output engagement gear 33; and the third output engagement gear 35 is disengaged from both the third low-gear engagement gear 36 and the third high-gear engagement gear 34. The power transmission route is: input shaft 1 directly drives output shaft 8.

[0034] In fourth gear drive mode, the first gear sleeve 37 is in the right position, the second gear sleeve 38 is in the neutral position (left position), and the third gear sleeve 39 is in the left position. At this time, the first input engagement tooth 30 is disconnected from the first low gear engagement tooth 29 and connected to the first high gear engagement tooth 31; the second input engagement tooth 32 is disconnected from the second output engagement tooth 33; and the third output engagement tooth 35 is disconnected from the third low gear engagement tooth 36 and connected to the third high gear engagement tooth 34.

[0035] The power transmission route is as follows: input shaft 1, first input engagement gear 30, first high-grade engagement gear 31, first high-grade driving gear 22, second driven gear 1 20 and second driven gear 2 21, second intermediate shaft 1 6 and second intermediate shaft 2 7, second high-grade driving gear 1 23 and second high-grade driving gear 2 24, third high-grade driven gear 25, third high-grade engagement gear 34, third output engagement gear 35, and output shaft 8.

[0036] In the third gear drive mode, the first gear sleeve 37 is in the right position, the second gear sleeve 38 is in the neutral position (left position), and the third gear sleeve 39 is in the right position. At this time, the first input engagement tooth 30 is disconnected from the first low gear engagement tooth 29 and connected to the first high gear engagement tooth 31; the second input engagement tooth 32 is disconnected from the second output engagement tooth 33; and the third output engagement tooth 35 is connected to the third low gear engagement tooth 36 and disconnected from the third high gear engagement tooth 34.

[0037] The power transmission route is as follows: input shaft 1, first input engagement gear 30, first high-gear engagement gear 31, first high-gear drive gear 22, second driven gear 1 20 and second driven gear 2 21, second intermediate shaft 1 6 and second intermediate shaft 2 7, second low-gear drive gear 1 26 and second low-gear drive gear 2 27, third low-gear driven gear 28, third low-gear engagement gear 36, third output engagement gear 35, and output shaft 8.

[0038] In second gear drive mode, the first gear sleeve 37 is in the left position, the second gear sleeve 38 is in the neutral position (left position), and the third gear sleeve 39 is in the left position. At this time, the first input engagement tooth 30 is connected to the first low gear engagement tooth 29 and disconnected from the first high gear engagement tooth 31; the second input engagement tooth 32 is disconnected from the second output engagement tooth 33; and the third output engagement tooth 35 is disconnected from the third low gear engagement tooth 36 and connected to the third high gear engagement tooth 34.

[0039] The power transmission route is as follows: input shaft 1, first input engagement gear 30, first low gear engagement gear 29, first low gear drive gear 9, first driven gear 10 to first driven gear 4 13, first intermediate shaft 12 to first intermediate shaft 4 5, first bus gear 14 to first bus gear 4 17, second bus gear 18 and second bus gear 2 19, second intermediate shaft 16 and second intermediate shaft 2 7, second high gear drive gear 123 and second high gear drive gear 24, third high gear driven gear 25, third high gear engagement gear 34, third output engagement gear 35, output shaft 8.

[0040] In first gear drive mode, the first gear sleeve 37 is in the left position, the second gear sleeve 38 is in the neutral position (left position), and the third gear sleeve 39 is in the right position. At this time, the first input engagement tooth 30 is connected to the first low gear engagement tooth 29 and disconnected from the first high gear engagement tooth 31; the second input engagement tooth 32 is disconnected from the second output engagement tooth 33; and the third output engagement tooth 35 is connected to the third low gear engagement tooth 36 and disconnected from the third high gear engagement tooth 34.

[0041] The power transmission route is as follows: input shaft 1, first input engagement gear 30, first low gear engagement gear 29, first low gear drive gear 9, first driven gear 10 to first driven gear 4 13, first intermediate shaft 12 to first intermediate shaft 4 5, first bus gear 14 to first bus gear 4 17, second bus gear 18 and second bus gear 2 19, second intermediate shaft 16 and second intermediate shaft 2 7, second low gear drive gear 126 and second low gear drive gear 227, third low gear driven gear 28, third low gear engagement gear 36, third output engagement gear 35, output shaft 8.

[0042] A transmission control method for controlling a multi-intermediate-shaft five-speed transmission to switch between neutral and the aforementioned five drive gears.

[0043] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A multi-interaxle five-speed transmission, characterized by: The transmission comprises an input shaft, an output shaft, a plurality of groups of first intermediate shafts, a plurality of groups of second intermediate shafts, a first shift mechanism, a second shift mechanism, and a third shift mechanism. The input shaft and the output shaft are coaxial. 2X groups of the first intermediate shafts are arranged around the input shaft. The input shaft is connected to all the first intermediate shafts through the first shift mechanism and is connected to all the second intermediate shafts through the first shift mechanism. X groups of the second intermediate shafts are arranged around the output shaft. The output shaft is connected to all the second intermediate shafts through the third shift mechanism. The input shaft and the output shaft are connected through the second shift mechanism. Each two groups of the first intermediate shafts are engaged with a group of the second intermediate shafts.

2. The multi-intermediate shaft five-speed transmission of claim 1, wherein: The first shift mechanism comprises a first input engagement tooth fixed on the input shaft, a first low gear engagement tooth, and a first high gear engagement tooth. The first input engagement tooth is connected to the first low gear engagement tooth and disconnected from the first high gear engagement tooth, or is disconnected from the first low gear engagement tooth and connected to the first high gear engagement tooth, or is disconnected from both.

3. The multi-intermediate shaft five-speed transmission of claim 2, wherein: The second shift mechanism comprises a second input engagement tooth fixed on the input shaft and a second output engagement tooth fixed on the output shaft. The second input engagement tooth is connected to the second output engagement tooth or is disconnected from the second output engagement tooth.

4. The multi-intermediate shaft five-speed transmission of claim 3, wherein: The third shift mechanism comprises a third output engagement tooth fixed on the output shaft, a third low gear engagement tooth, and a third high gear engagement tooth. The third output engagement tooth is connected to the third low gear engagement tooth and disconnected from the third high gear engagement tooth, or is disconnected from the third low gear engagement tooth and connected to the third high gear engagement tooth, or is disconnected from both.

5. The multi-intermediate shaft five-speed transmission of claim 4, wherein: The first intermediate shaft is further provided with a first bus tooth, and the second intermediate shaft is further provided with a second bus tooth. Each two first bus teeth are engaged with one second bus tooth.

6. The multi-intermediate shaft five-speed transmission of claim 5, wherein: The first shift mechanism further comprises a first low gear driving tooth provided on the first low gear engagement tooth and a first high gear driving tooth provided on the first high gear engagement tooth. The first intermediate shaft is provided with a first driven tooth engaged with the first low gear driving tooth, and the second intermediate shaft is provided with a second driven tooth engaged with the first high gear driving tooth.

7. The multi-intermediate shaft five-speed transmission of claim 6, wherein: The third shift mechanism further comprises a third low gear driven tooth and a third high gear driven tooth movably provided on the output shaft. The third low gear driven tooth is provided with the third low gear engagement tooth, and the third high gear driven tooth is provided with the third high gear engagement tooth. The second intermediate shaft is fixedly provided with a second low gear driving tooth and a second high gear driving tooth engaged with the third low gear driven tooth and the third high gear driven tooth, respectively.

8. A five-speed multi-countershaft gearbox according to any one of claims 5 to 7, characterised in that: The transmission comprises five gear drive states and a neutral state. In the five-gear drive state, the first shift mechanism and the third shift mechanism are disconnected, the second shift mechanism is connected, and the input shaft is connected to the output shaft. In the four-gear drive state, the first shift mechanism is connected to the second intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism is connected to the second intermediate shaft through the third high gear engagement tooth, and the input shaft, the second intermediate shaft, and the output shaft are connected in sequence. In the third gear driving state, the first shift mechanism connects the second intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism connects the second intermediate shaft through the third low gear combination tooth, and the input shaft, the second intermediate shaft and the output shaft are sequentially connected; In the second gear driving state, the first shift mechanism connects the first intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism connects the second intermediate shaft through the third high gear combination tooth, and the input shaft, the second intermediate shaft, the first intermediate shaft and the output shaft are sequentially connected; In the first gear driving state, the first shift mechanism connects the first intermediate shaft, the second shift mechanism is disconnected, the third shift mechanism connects the second intermediate shaft through the third low gear combination tooth, and the input shaft, the second intermediate shaft, the first intermediate shaft and the output shaft are sequentially connected; In the neutral state, the first shift mechanism, the second shift mechanism and the third shift mechanism are all disconnected.

9. The multi-intermediate shaft five-gear transmission according to claim 8, wherein: In the fifth gear driving state, the first input combination tooth is disconnected from the first low gear combination tooth and the first high gear combination tooth, the second input combination tooth is connected to the second output combination tooth, and the third output combination tooth is disconnected from the third low gear combination tooth and the third high gear combination tooth; In the fourth gear driving state, the first input combination tooth is disconnected from the first low gear combination tooth and connected to the first high gear combination tooth, the second input combination tooth is disconnected from the second output combination tooth, and the third output combination tooth is disconnected from the third low gear combination tooth and connected to the third high gear combination tooth; In the third gear driving state, the first input combination tooth is disconnected from the first low gear combination tooth and connected to the first high gear combination tooth, the second input combination tooth is disconnected from the second output combination tooth, and the third output combination tooth is connected to the third low gear combination tooth and disconnected from the third high gear combination tooth; In the second gear driving state, the first input combination tooth is connected to the first low gear combination tooth and disconnected from the first high gear combination tooth, the second input combination tooth is disconnected from the second output combination tooth, and the third output combination tooth is disconnected from the third low gear combination tooth and connected to the third high gear combination tooth; In the first gear driving state, the first input combination tooth is connected to the first low gear combination tooth and disconnected from the first high gear combination tooth, the second input combination tooth is disconnected from the second output combination tooth, and the third output combination tooth is connected to the third low gear combination tooth and disconnected from the third high gear combination tooth.

10. A transmission control method characterized by, The transmission control method is based on the multi-intermediate shaft five-gear transmission according to claim 8 or 9, and is used for controlling the multi-intermediate shaft five-gear transmission to switch between the first gear driving state, the second gear driving state, the third gear driving state, the fourth gear driving state, the fifth gear driving state and the neutral state.

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