Multifunctional gearbox

Abstract

The invention discloses a multifunctional gearbox, and relates to the field of gearboxes. A gear adjusting system and a forward and reverse rotation control system are arranged in the gearbox shell. Gears in the first-gear gear set are meshed with corresponding gears in the first transmission gear set, so that the rotation speed of the gears is adjusted for the first time; and then gears in the second-gear gear set are controlled to be meshed with corresponding gears in the first transmission gear set, and second-time adjustment of the rotating speed is carried out on the basis of first-time adjustment of the rotating speed of the gears, so that the number of gears in the gear adjustment system is increased. The first intermediate gear is in transmission connection with a second intermediate gear on the third-gear shaft, output of the forward and reverse rotation control system is controlled through an adjusting gear set on the third-gear shaft, and finally torque is output through the forward and reverse rotation control system, so that the output end of the gearbox is provided with a plurality of gears at the same time. Therefore, the number of gears in a gear adjusting system in the gearbox is multiplied, and the overall transmission efficiency of the gearbox and the smoothness of the gear shifting process are improved.

Description

Technical Field

[0001] This invention relates to the field of transmissions, and in particular to a multi-functional transmission. Background Technology

[0002] Existing transmissions generally suffer from a limited number of gears, which directly restricts their performance. Insufficient gears limit the transmission's gear ratio range and density, resulting in two main drawbacks: First, the number of ideal gear ratios available is limited when input speed and torque change, making it difficult to keep the power source operating continuously in its efficient range, leading to overall low transmission efficiency. Second, the large gear ratio jumps between adjacent gears during shifts can easily produce noticeable shift shocks and power interruptions, impairing transmission smoothness. Summary of the Invention

[0003] The purpose of this invention is to provide a multi-functional gearbox to solve the problems existing in the prior art and improve the transmission efficiency and shift smoothness of the gearbox.

[0004] To achieve the above objectives, the present invention provides the following solution: The present invention provides a multi-functional gearbox, including a housing, and a gear adjustment system and a forward / reverse control system are disposed inside the housing; The gear adjustment system includes a first gear shaft, a first transmission shaft, a second gear shaft, and a third gear shaft that are rotatably connected to the housing and arranged in sequence. A first gear gear set and a second gear gear set are respectively provided on the first gear shaft and the first transmission shaft. A first transmission gear set is provided on the first transmission shaft. The first gear gear set and the second gear gear set are used to mesh with the first transmission gear set for transmission. The second gear shaft is also equipped with a first intermediate gear, and the third gear shaft is equipped with a second intermediate gear and an adjusting gear set. The first intermediate gear meshes with the second intermediate gear. The forward and reverse rotation control system includes a transmission system, and the adjusting gear set is connected to the transmission system.

[0005] In one embodiment, the diameter of the gear in the first gear set and the diameter of the gear in the second gear set both gradually decrease along the first axial direction of the first gear shaft, while the diameter of the gear in the first transmission gear set gradually increases along the first axial direction.

[0006] In one embodiment, the first gear set includes a first gear set and a second gear set, which are disposed at both ends of the first gear shaft. The first gear set and the second gear set mesh with gears in the first transmission gear set that are in corresponding positions. A first paddle and a second paddle are respectively disposed on the first gear set and the second gear set.

[0007] In one embodiment, the second gear set includes a third gear set and a fourth gear set, which are disposed at both ends of the second gear shaft. The third gear set and the fourth gear set mesh with gears in the first transmission gear set that are in corresponding positions. A third paddle and a fourth paddle are respectively disposed on the third gear set and the fourth gear set.

[0008] In one embodiment, the adjusting gear set includes at least a first set of adjusting gears and a second set of adjusting gears, with a second intermediate gear disposed between the first set of adjusting gears and the second set of adjusting gears.

[0009] In one embodiment, the transmission system includes at least two, with a first set of adjusting gears and a second set of adjusting gears respectively connected to the two transmission systems.

[0010] In one embodiment, both transmission systems include a third transmission shaft and a fourth transmission shaft, which are rotatably connected to the housing. The third transmission shaft is provided with a forward transmission gear and an auxiliary gear. The forward transmission gear is keyed to the third transmission shaft, and the auxiliary gear is driven to the third transmission shaft. The fourth transmission shaft is provided with a reverse transmission gear, which is driven to the fourth transmission shaft.

[0011] In one embodiment, the first stop shaft, the first drive shaft, or the fourth drive shaft is connected to the power source for transmission.

[0012] In one embodiment, the diameter of the second intermediate gear is larger than the diameter of the first intermediate gear.

[0013] In one embodiment, the first set of adjusting gears and the second set of adjusting gears are provided with a fifth paddle and a sixth paddle.

[0014] The present invention achieves the following technical effects compared to the prior art: The housing houses a gear shifting system and a forward / reverse control system. A first gear set is mounted on the first gear shaft, and a second gear set is mounted on the second gear shaft. The first and second gear sets are connected via a first transmission gear set on the first drive shaft. First, the gears in the first gear set mesh with their corresponding gears in the first transmission gear set, achieving a first adjustment of the gear speed. Then, the gears in the second gear set mesh with their corresponding gears in the first transmission gear set, performing a second adjustment of the gear speed based on the first adjustment, thereby increasing the number of gears in the gear shifting system. A first intermediate gear is connected to a second intermediate gear on the third gear shaft, transmitting torque from the second gear shaft to the third gear shaft. The output of the forward / reverse control system is controlled by the adjusting gear set on the third gear shaft. Finally, the forward / reverse control system outputs torque, enabling the gearbox to simultaneously have multiple gears at its output. In the entire transmission system, a first gear shaft and a second gear shaft are respectively set on both sides of the first transmission gear set. By changing the number of gears in the first gear set and the second gear set and the meshing relationship with different gears in the first transmission gear set, the number of gears in the gear adjustment system of the transmission is increased exponentially, thereby improving the overall transmission efficiency of the transmission and the smoothness of the shifting process. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the transmission structure of the gearbox in an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the power input end provided on the gearbox in Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the structure of the power input end provided on the gearbox in Embodiment 2 of the present invention; Figure 4 This is a schematic diagram of the structure of the power input end provided on the gearbox in Embodiment 3 of the present invention; The components are as follows: 1. First gear shaft; 2. First drive shaft; 3. Second gear shaft; 4. Third gear shaft; 5. Third drive shaft; 6. Fourth drive shaft; 7. First gear set; 8. Second gear set; 9. Third gear set; 10. Fourth gear set; 11. First set of adjusting gears; 12. Second set of adjusting gears; 13. First intermediate gear; 14. Second intermediate gear; 15. Forward drive gear; 16. Auxiliary gear; 17. Reverse drive gear; 18. Shift fork shaft; 19. Pulley; 20. Bevel gear set. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] The purpose of this invention is to provide a multi-functional gearbox to solve the problems existing in the prior art and improve the transmission efficiency and shift smoothness of the gearbox.

[0019] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] Example 1 Please refer to Figure 1 This embodiment discloses a multi-functional gearbox, including a housing, within which a gear adjustment system and a forward / reverse control system are disposed. A first gear set is disposed on a first gear shaft 1, and a second gear set is disposed on a second gear shaft 3. A first transmission shaft 2 is disposed between the first gear shaft 1 and the second gear shaft 3. The first gear set and the second gear set are connected by a first transmission gear set on the first transmission shaft 2. During gear shifting, firstly, the gears in the first gear set mesh with the corresponding gears in the first transmission gear set, achieving the first adjustment of the gear speed and torque in the gearbox. Then, the second gear set is controlled... The gears in the second gear set mesh with the corresponding gears in the first transmission gear set. Based on the first adjustment of the gear speed, a second adjustment of the speed is performed. Since different gears in the first gear set can mesh with their corresponding gears in the first transmission gear set, different gears in the second gear set can mesh with their corresponding gears in the first transmission gear set. Therefore, the number of gears in the gear adjustment system is the product of the number of gears that can mesh between the first gear set and the first transmission gear set and the number of gears that can mesh between the second gear set and the first transmission gear set, thereby achieving the purpose of increasing the number of gears.

[0021] The second gear shaft 3 is also equipped with a first intermediate gear 13, which is connected to the second intermediate gear 14 on the third gear shaft 4, transmitting the torque from the second gear shaft 3 to the third gear shaft 4. The third gear shaft 4 is also equipped with an adjusting gear set, which is connected to the transmission system in the forward / reverse control system, allowing torque output at different gear positions to the transmission system. Finally, the forward / reverse control system controls whether the output speed is forward or reverse. Based on the gear adjustment system, the forward / reverse control system doubles the number of gears in the transmission, meaning the total number of gears in the transmission system is twice that of the gear adjustment system. This significantly increases the number of gears in the transmission, improving the overall transmission efficiency and the smoothness of gear shifting.

[0022] The gears in the first gear set, second gear set, adjusting gear set, and first transmission gear set are all connected to their respective shafts via splines. The spline connection ensures that each gear rotates synchronously with the shaft and also allows each gear to slide along the axial direction of its shaft, thus enabling gear shifting.

[0023] The first transmission gear set includes at least two gears of different diameters. The number of gears in either the first gear set or the second gear set is the same as the number of gears in the first transmission gear set, and they are capable of meshing and transmission. The other gear set includes at least one gear capable of meshing with a gear in the first transmission gear set. In this embodiment, the first gear set, the second gear set, and the first transmission gear set each contain four gears. The diameters of the gears in the first gear set and the second gear set gradually decrease along the first axial direction of the first gear shaft 1. To enable the gears in the first transmission gear set to mesh with the gears in the first gear set and the second gear set respectively, the diameter of the gears in the first transmission gear set gradually increases along the first axial direction. The first axial direction can be any direction of the first gear shaft 1; it is sufficient that the corresponding gears in the first gear set, the second gear set, and the first transmission gear set mesh with each other.

[0024] It should be noted that the descriptions of gear positions and similar terms throughout the text should be understood as follows: if the four gears on the first gear shaft 1 are, from left to right, the first gear, the second gear, the third gear, and the fourth gear, and the four gears in the first transmission gear set are, from left to right, the first transmission gear, the second transmission gear, the third transmission gear, and the fourth transmission gear; then the first gear and the first transmission gear are in corresponding positions, the second gear and the second transmission gear are in corresponding positions, the third gear and the third transmission gear are in corresponding positions, and the fourth gear and the fourth transmission gear are in corresponding positions.

[0025] The first gear set includes a first gear set 7 and a second gear set 8. Each of the first gear set 7 and the second gear set 8 includes two gears of different diameters, and all four gears have different diameters. The first gear set 7 and the second gear set 8 are located at both ends of the first gear shaft 1 to avoid mutual interference during gear shifting. At the same time, the first gear set 7 and the second gear set 8 are located at both ends of the first gear shaft 1, which also improves the rigidity of the first gear shaft 1 and reduces the deformation of the first gear shaft 1 during transmission. The first gear set 7 and the second gear set 8 mesh with the corresponding gears in the first transmission gear set. The first gear set 7 and the second gear set 8 are respectively equipped with a first paddle and a second paddle. By using the first paddle and the second paddle to move the axial position of the first gear set 7 and the second gear set 8 on the first gear shaft 1, different gears in the first gear set 7 or the second gear set 8 mesh with the gears in the first transmission gear set, thereby realizing the gear shifting operation on the first gear shaft 1.

[0026] The second gear set is positioned on the second gear shaft 3 in the same manner as the first gear set on the first gear shaft 1. The second gear set includes a third gear set 9 and a fourth gear set 10, which are located at opposite ends of the second gear shaft 3. The third gear set 9 and fourth gear set 10 mesh with corresponding gears in the first transmission gear set. A third paddle and a fourth paddle are respectively mounted on the third gear set 9 and fourth gear set 10. These paddles can be used to shift the axial position of the third gear set 9 and fourth gear set 10 on the second gear shaft 3, allowing gears of different diameters in either the third gear set 9 or the fourth gear set 10 to mesh with gears in the first transmission gear set, thus achieving gear shifting on the second gear shaft 3.

[0027] After shifting gears using the first, second, third, and fourth paddles, different torques are generated on the second gear shaft 3. A first intermediate gear 13 is provided on the second gear shaft 3. The first intermediate gear 13 transmits the torque on the second gear shaft 3 to the third gear shaft 4 through the second intermediate gear 14. An adjusting gear set is provided on the third gear shaft 4. The first adjusting gear 11 and the second adjusting gear 12 in the adjusting gear set are located on both sides of the second intermediate gear 14. The third gear shaft 4 transmits the torque to the transmission system of the forward and reverse rotation control system through the first adjusting gear 11 and the second adjusting gear 12.

[0028] In this embodiment, the diameter of the second intermediate gear 14 is larger than the diameter of the first intermediate gear 13. The first intermediate gear 13 drives the second intermediate gear 14 to rotate, thereby increasing the output torque of the third gear shaft 4. Furthermore, after the first intermediate gear 13 and the second intermediate gear 14 mesh, the center distance between the two gears is greater than the center distance between the adjusting gear and the gears in the transmission system. To reduce interference with the normal operation of the transmission system during the rotation of the second intermediate gear 14, two transmission systems are set in the forward and reverse control system. These two transmission systems are located on both sides of the second intermediate gear 14, i.e., one transmission system is set on the outer casing on each side of the second intermediate gear 14. The first set of adjusting gears 11 and the second set of adjusting gears 12 are respectively connected to the two transmission systems. The first set of adjusting gears 11 and the second set of adjusting gears 12 are respectively equipped with a fifth paddle and a sixth paddle. By using the fifth and sixth paddles to move the first set of adjusting gears 11 and the second set of adjusting gears 12, different gears on the first set of adjusting gears 11 and the second set of adjusting gears 12 mesh with the forward and reverse gears in the transmission system, thereby realizing the forward and reverse rotation of the gearbox output.

[0029] The first gear set 7, the second gear set 8, the third gear set 9, the fourth gear set 10, the first set of adjusting gears 11, and the second set of adjusting gears 12 are respectively provided with shift fork shafts 18 that are connected to the first shifter, the second shifter, the third shifter, the fourth shifter, the fifth shifter, and the sixth shifter. The shift fork shafts 18 are sleeved on the corresponding stop shafts and can slide along the axial direction of the stop shaft under the action of the shifter, thereby realizing the shifting operation on the first stop shaft 1, the second stop shaft 3, and the third stop shaft 4.

[0030] For ease of description, please refer to Figure 1 The left side of the second intermediate gear 14 is the first set of adjusting gears 11, and the right side is the second set of adjusting gears 12. The transmission system only needs to be able to adjust the forward and reverse rotation of the gearbox output. This embodiment provides a transmission system that can adjust the forward and reverse rotation of the gearbox output.

[0031] Both transmission systems include a third transmission shaft 5 and a fourth transmission shaft 6, which are rotatably connected to the housing. The third transmission shaft 5 is equipped with a forward-rotating transmission gear 15 and an auxiliary gear 16. The forward-rotating transmission gear 15 is keyed to the third transmission shaft 5, and the auxiliary gear 16 is either keyed or fixedly connected to the third transmission shaft 5. It is only necessary to ensure synchronous rotation between the auxiliary gear 16 and the third transmission shaft 5. The fourth transmission shaft 6 is equipped with a reverse-rotating transmission gear 17, which is either keyed or fixedly connected to the fourth transmission shaft 6 to ensure reverse rotation. The transmission gear 17 rotates synchronously with the fourth transmission shaft 6. The auxiliary gear 16 and the reverse gear mesh and drive each other. The tooth width of the reverse gear is twice the tooth width of the auxiliary gear 16. When the auxiliary gear 16 meshes with the reverse gear, the auxiliary gear 16 only meshes with half of the tooth width of the reverse gear. When the gears in the first set of adjusting gears 11 and the second set of adjusting gears 12 mesh with the forward gear, the output end of the gearbox outputs forward rotation. When the gears in the first set of adjusting gears 11 and the second set of adjusting gears 12 mesh with the remaining half of the tooth width of the reverse gear, the output end of the gearbox outputs reverse rotation.

[0032] Preferably, the forward drive gear 15 and the auxiliary gear 16 are configured as double-row gears, which are rotatably connected to the third drive shaft 5 via cylindrical roller bearings. In this technical solution, both ends of the third drive shaft 5 can be fixedly connected to the gearbox housing, improving the transmission accuracy of the third drive shaft 5. At the same time, the fixed connection between the third drive shaft 5 and the gearbox housing improves the sealing performance of the gearbox housing and prevents oil leakage from the gearbox housing.

[0033] In this embodiment, since the two transmission systems are set independently, the engagement between the first set of adjusting gears 11 and the second set of adjusting gears 12 and the forward or reverse gears in the corresponding transmission system can be changed to allow the two transmission systems at the output end of the gearbox to output forward rotation simultaneously, or the two transmission systems to output reverse rotation simultaneously, or one transmission system to output forward rotation and the other transmission system to output reverse rotation, thereby adapting to different working conditions.

[0034] refer to Figure 2 In this embodiment, the first gear shaft 1 serves as the power input end of the gearbox. A pulley 19 is installed at one end of the first gear shaft 1 extending from the housing. The external power source is an engine, and the pulley 19 is connected to the output end of the engine via a belt drive. The engine's output end outputs torque to the first gear shaft 1 via the belt. The power on the first gear shaft 1 is transmitted through the first drive shaft 2, the second gear shaft 3, and the third gear shaft 4, and finally, the transmission system outputs different torques as the output end of the gearbox.

[0035] Preferably, the machinery that uses pulley 19 as power input includes, but is not limited to, agricultural harvesters, belt conveyors and aircraft tractors, etc., which require speed regulation and / or forward and reverse rotation adjustment.

[0036] In the above embodiments, the output shaft of the engine can also be connected to one end of the first gear shaft 1 extending out of the housing, so that the engine can directly drive the first gear shaft 1 to rotate. For example, in a passenger car, the output shaft of the engine is directly connected to the car's gearbox.

[0037] When the first gear shaft 1 serves as the power input end of the gearbox, a bevel gear set 20 can also be installed on the first gear shaft 1 between the first gear set and the second gear set. The bevel gear set 20 includes a first bevel gear and a second bevel gear. The first bevel gear is sleeved on the first gear shaft 1 and keyed to the first gear shaft 1. The second bevel gear is rotatably installed on the inner side of the gearbox housing. The first bevel gear meshes with the second bevel gear. The input shaft of the second bevel gear extends to the outside of the housing. At this time, the second bevel gear serves as the power input end of the gearbox.

[0038] Preferably, the machinery that uses the second bevel gear as the power input end includes, but is not limited to, combine harvesters, long-wheelbase trucks, etc., where the power source (e.g., engine / motor) and the power consumption parts (e.g., wheels, tracks, working mechanisms) must be separated due to spatial layout or functional requirements, but still needs to transmit large torque efficiently and reliably.

[0039] It should be noted that the number of gears required for the gearbox varies in different usage environments. This embodiment only provides a gearbox with 32 gears when the fourth drive shaft 6 is used as the output end. The number of gears in the gearbox can be adjusted by changing the number of gears on the first gear shaft 1, the first drive shaft 2, and the second gear shaft 3.

[0040] Example 2 This embodiment adds a first drive shaft 2 as another power input end of the gearbox based on embodiment one. (Refer to...) Figure 3 In this embodiment, the first drive shaft 2 or the first stop shaft 1 can be selected as the power input end according to the actual situation. In this embodiment, the fourth drive shaft 6 is used as the power input end for explanation.

[0041] One end of the first drive shaft 2 extending out of the housing is provided with a transmission connection structure including, but not limited to, a pulley 19, gears, and a universal joint. The power source is connected to the first drive shaft 2 via the transmission connection structure, while the first gear shaft 1 and the fourth drive shaft 6 in the transmission system serve as power output ends. In this embodiment, the number of gears in the gearbox when the fourth drive shaft 6 serves as the power output end is reduced, but the number of power output ends is increased. This allows for simultaneous driving of stationary working ends, adapting to environments with multiple power outputs, and enabling different speeds at multiple output ends, achieving the purpose of individual speed adjustment for different working ends.

[0042] In this embodiment, the gearbox is installed on a vehicle. The engine output end of the vehicle is connected to the first drive shaft 2, and the first gear shaft 1 serves as the power output end to drive the vehicle. Due to the inverse relationship between speed and torque, the torque on the third gear shaft 4 is increased by using the first intermediate gear 13 and the second intermediate gear 14, thereby increasing the output torque of the gearbox. Therefore, the fourth drive shaft 6 in the two transmission systems of the gearbox can be connected to different working ends respectively, ensuring the smooth operation of the working ends.

[0043] Preferably, in this embodiment, the working end includes, but is not limited to, construction machinery that requires low speed and high torque, such as winches, cranes, and mills, or vehicles specifically used for short-distance transportation or movement of the aforementioned construction machinery.

[0044] Example 3 This embodiment adds a fourth drive shaft 6 as the power input end of the gearbox, based on embodiment two. (Refer to...) Figure 4 In this embodiment, any one of the first drive shaft 2, the first stop shaft 1, or the fourth drive shaft 6 can be selected as the power input end according to the actual situation. In this embodiment, the fourth drive shaft 6 is used as the power input end for explanation.

[0045] The end of the fourth drive shaft 6 extending out of the housing is provided with a transmission connection structure including but not limited to a pulley 19, gears, and universal joints. The power source is connected to the fourth drive shaft 6 through the transmission connection structure. At this time, the first gear shaft 1 and the fourth drive shaft 6 in the other transmission system serve as the power output end of the gearbox.

[0046] Since the power input end of the gearbox is the fourth drive shaft 6 of one of the transmission systems in the forward and reverse control system, when the first gear shaft 1 is used as the power output end of the gearbox, the meshing of the second intermediate gear 14 and the first intermediate gear 13 is used to increase the output speed of the gearbox power output end, thereby driving the working end that requires high speed. When the fourth drive shaft 6 of another transmission system in the forward and reverse control system is used as the power output end of the gearbox, the speed of this output end is lower and the torque is larger, which can drive the working end that requires high torque.

[0047] Preferably, in this embodiment, the working end connected to the output end of the gearbox includes, but is not limited to, propellers and generators in ships, spindles and feed boxes in the transmission system of traditional large machine tools, etc., which simultaneously drive two devices with completely different speed and torque requirements in the same machine.

[0048] Specifically, the propeller in the ship is connected to the fourth drive shaft 6 of another transmission system in the forward and reverse control system, ensuring that the propeller can provide sufficient torque to drive the ship. The generator on the ship is connected to the first gear shaft 1, enabling the generator to rotate at high speed to provide stable power. In a traditional large machine tool, the spindle is connected to the first gear shaft 1, which drives the workpiece for high-speed cutting. The feed box is connected to the fourth drive shaft 6 of another transmission system in the forward and reverse control system of this embodiment. Through further deceleration by the feed box, the lead screw or feed bar is ultimately driven, causing the tool holder or worktable to perform slow and precise feed movements.

[0049] Example 4 This embodiment is an improvement on any one of the embodiments from Embodiment 1 to Embodiment 3.

[0050] The internal structure of the gearbox includes a first layer and a second layer, which are arranged along the height of the gearbox housing. The first layer includes a first gear shaft 1, a first drive shaft 2, and a second gear shaft 3 arranged in sequence. The second layer includes a third gear shaft 4 and a transmission system arranged in sequence. The third gear shaft 4 and the transmission system are positioned below the first gear shaft 1, the first drive shaft 2, and the second gear shaft 3, while maintaining the meshing transmission between the first intermediate gear 13 and the second intermediate gear 14. Under the premise of ensuring the function of the gearbox in Embodiments 1 to 3, the size of the gearbox is reduced, making it easier to install and use in a confined space.

[0051] The power input terminals listed in Examples 1 to 4 can be set individually or in any combination in the gearbox. However, it should be noted that when multiple power input terminals are set, only one can be connected to an external power source to avoid interference between the meshing gears and ensure the normal operation of the gears in the gearbox.

[0052] Furthermore, braking devices are installed at both the power output end and the transmission output end. The core advantage of installing braking devices at the transmission output end is that the braking torque can be amplified by the transmission's speed ratio, thereby achieving a strong braking effect with smaller braking components. This is especially suitable for parking and auxiliary braking scenarios of heavy vehicles. This not only significantly reduces the size and cost of the braking device, but also distributes the load of the wheel brakes to reduce heat fade, while achieving more reliable parking by locking the drive shaft.

[0053] Any adaptive changes made according to actual needs are within the scope of protection of this invention.

[0054] It should be noted that, for those skilled in the art, it is obvious that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0055] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A multi-functional gearbox, comprising a housing, characterized in that, The housing is equipped with a gear adjustment system and a forward / reverse control system. The gear adjustment system includes a first gear shaft (1), a first transmission shaft (2), a second gear shaft (3), and a third gear shaft (4) that are rotatably connected to the housing and arranged in sequence. A first gear gear set and a second gear gear set are respectively provided on the first gear shaft (1) and the second gear shaft (3). A first transmission gear set is provided on the first transmission shaft (2). The first gear gear set and the second gear gear set are used to mesh with the first transmission gear set for transmission. The second gear shaft (3) is also provided with a first intermediate gear (13), and the third gear shaft (4) is provided with a second intermediate gear (14) and an adjusting gear set. The first intermediate gear (13) meshes with the second intermediate gear (14). The forward and reverse control system includes a transmission system, and the adjusting gear set is connected to the transmission system.

2. The multi-functional gearbox according to claim 1, characterized in that, The diameter of the gear in the first gear set and the diameter of the gear in the second gear set both gradually decrease along the first axial direction of the first gear shaft (1), while the diameter of the gear in the first transmission gear set gradually increases along the first axial direction.

3. The multi-functional gearbox according to claim 2, characterized in that, The first gear set includes a first gear set (7) and a second gear set (8). The first gear set (7) and the second gear set (8) are disposed at both ends of the first gear shaft (1). The first gear set (7) and the second gear set (8) mesh with the gears in the first transmission gear set that are in corresponding positions. The first gear set (7) and the second gear set (8) are respectively provided with a first paddle and a second paddle.

4. The multi-functional gearbox according to claim 3, characterized in that, The second gear set includes a third gear set (9) and a fourth gear set (10). The third gear set (9) and the fourth gear set (10) are disposed at both ends of the second gear shaft (3). The third gear set (9) and the fourth gear set (10) mesh with the gears in the first transmission gear set that are in corresponding positions. The third gear set (9) and the fourth gear set (10) are respectively provided with a third paddle and a fourth paddle.

5. The multi-functional gearbox according to claim 1, characterized in that, The adjusting gear set includes at least a first set of adjusting gears (11) and a second set of adjusting gears (12), and the second intermediate gear (14) is disposed between the first set of adjusting gears (11) and the second set of adjusting gears (12).

6. The multi-functional gearbox according to claim 5, characterized in that, The transmission system includes at least two, with the first set of adjusting gears (11) and the second set of adjusting gears (12) respectively connected to the two transmission systems.

7. The multi-functional gearbox according to claim 6, characterized in that, Both of the transmission systems include a third transmission shaft (5) and a fourth transmission shaft (6), which are rotatably connected to the housing. The third transmission shaft (5) is provided with a forward transmission gear (15) and an auxiliary gear (16), which are keyed to the third transmission shaft (5) and driven by the auxiliary gear (16). The fourth transmission shaft (6) is provided with a reverse transmission gear (17), which is driven by the fourth transmission shaft (6).

8. The multi-functional gearbox according to claim 7, characterized in that, The first stop shaft (1), the first drive shaft (2), or the fourth drive shaft (6) is connected to the power source for transmission.

9. The multi-functional gearbox according to claim 5, characterized in that, The diameter of the second intermediate gear (14) is larger than the diameter of the first intermediate gear (13).

10. The multi-functional gearbox according to claim 5, characterized in that, The first set of adjusting gears (11) and the second set of adjusting gears (12) are provided with a fifth paddle and a sixth paddle.

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