Integrated transmission of riding type mini-tiller and riding type mini-tiller

Abstract

The invention discloses an integrated transmission of a riding type mini-tiller and the riding type mini-tiller. The integrated transmission comprises a power input shaft, a first power transmission system and a second power transmission system. The first power transmission system and the second power transmission system each comprise a plurality of power driving gear gears and a plurality of power driven gear gears which are in selective meshing transmission with the power driving gear gears to output power. The first power transmission system comprises a first power input shaft, the second power transmission system comprises a reverse gear transmission route, and the second power transmission system comprises a reverse gear transmission route. The problems of gear shifting faults and power loss caused by insufficient gear meshing precision and poor power matching performance can be solved, the adaptability and stability of the transmission under complex working conditions are enhanced, a multi-path power output structure can be optimized, the power transmission efficiency is improved, and the manufacturing cost and the use and maintenance cost are reduced.

Description

Technical Field

[0001] This invention relates to the field of power output for ride-on mini-tillers, and more particularly to an integrated transmission for a ride-on mini-tiller and the ride-on mini-tiller itself. Background Technology

[0002] As core equipment in agricultural production, such as deep tillage, sowing, and weeding, the power transmission efficiency and operational adaptability of ride-on mini-tillers directly affect agricultural production efficiency. The transmission, as the core power component of the ride-on mini-tiller, undertakes the crucial functions of power shifting, torque regulation, and multi-condition power output. However, existing transmissions, limited by structural design and manufacturing processes, are typically large in size, have cumbersome mounting structures, and complex overall structures, making it difficult to meet the production requirements of lightweighting and simplified processes. Therefore, this has driven the development of new transmission designs.

[0003] Existing transmission structures primarily rely on traditional gear meshing to achieve speed changes and power transmission, but they still have many shortcomings. For example, unreasonable gear set layouts lead to insufficient meshing precision during gear shifts, resulting in problems such as shifting jams and gear disengagement, making it difficult to meet the demands of frequent gear changes during operation. Poor transmission matching between the power input and output shafts results in significant power loss, increasing fuel consumption and reducing work efficiency. Multi-gear designs lack specificity, failing to simultaneously meet the torque and speed requirements of different working conditions such as deep tillage, shallow tillage, and transportation, thus limiting adaptability. Some transmissions lack independent multi-path power output structures, unable to simultaneously drive the walking system and working devices of ride-on tillers, requiring additional transmission components, increasing equipment size and manufacturing costs. Furthermore, the connection strength of core components such as gears and shafts in transmissions is insufficient, making them prone to wear or deformation under high-intensity operating environments, resulting in a short service life and complex repair and disassembly, increasing operating costs and maintenance difficulty.

[0004] Therefore, it is necessary to improve the existing transmission structure. This will not only solve the problems of shifting failures and power loss caused by insufficient gear meshing precision and poor power matching, but also enhance the adaptability and stability of the transmission under complex working conditions. Furthermore, it will optimize the multi-path power output structure, improve power transmission efficiency, simplify maintenance procedures, and reduce manufacturing and maintenance costs. This will improve production efficiency and reduce overall operating costs while ensuring the quality and continuity of operation of the ride-on mini tiller. Summary of the Invention

[0005] In view of the shortcomings of current transmission structures, the purpose of this invention is to provide an integrated transmission for a ride-on mini-tiller and a ride-on mini-tiller itself. This not only solves the problems of shifting failures and power loss caused by insufficient gear meshing precision and poor power matching, but also enhances the adaptability and stability of the transmission under complex working conditions. Furthermore, it optimizes the multi-path power output structure, improves power transmission efficiency, simplifies maintenance procedures, and reduces manufacturing and maintenance costs. While ensuring the operation quality and continuity of the ride-on mini-tiller, it improves production efficiency and reduces overall operating costs.

[0006] The present invention provides an integrated transmission for a ride-on mini-tiller, comprising a power input shaft, a first power transmission system, and a second power transmission system;

[0007] The power input shaft is used to receive the output power of the power equipment. The first power transmission system includes a first power driving gear set and a first power driven gear set. The first power driving gear set includes a plurality of first power driving gears, and the first power driven gear set includes a plurality of first power driven gears for selectively meshing with the plurality of first power driving gears to output the first power.

[0008] The second power transmission system includes a second power drive gear set and a second power driven gear set; the second power drive gear set includes a plurality of second power drive gears, and the second power driven gear set includes a plurality of second power driven gears for selectively meshing with the plurality of second power drive gears to output the second power;

[0009] The second power transmission system includes a reverse gear transmission route.

[0010] Furthermore, it also includes a first intermediate shaft and a second intermediate shaft, with a plurality of first power driven gears disposed on the first intermediate shaft or the second intermediate shaft, and a plurality of second power driven gears disposed on the first intermediate shaft or the second intermediate shaft.

[0011] Furthermore, a plurality of the first power driven gears are disposed on the first intermediate shaft for outputting the first power, and a plurality of the second power driven gears are disposed on the second intermediate shaft for outputting the second power;

[0012] The power input shaft, the first intermediate shaft, and the second intermediate shaft are parallel to each other.

[0013] The plurality of first power driven gears include a first power driven first gear, a first power driven second gear, and a first power driven third gear. The first power driven first gear, the first power driven second gear, and the first power driven third gear form a three-way gear set and are rotatably coupled to a first intermediate shaft. The first power driven first gear, the first power driven second gear, and the first power driven third gear selectively mesh to transmit different gears of the first power.

[0014] The plurality of first power drive gears include a first power drive third gear rotatably mounted on the power input shaft, a first power drive second gear and a first power drive first gear that are axially slidingly engaged, arranged in parallel along the power input shaft. The first power drive first gear, the first power drive second gear and the first power drive third gear are selectively meshed with the first power driven first gear, the first power driven second gear and the first power driven third gear to output the first power.

[0015] Furthermore, the second power driven gear set includes a second power driven first gear and a second power driven second gear; the second power driven gear set also includes a first functional gear and a second functional gear disposed on the first intermediate shaft, and a third functional gear, a fourth functional gear and a second power output drive gear disposed on the second intermediate shaft. The second power driven first gear and the second power driven second gear form a double gear and are rotatably coupled to each other on the second intermediate shaft. The first functional gear and the second functional gear are driven to each other on the first intermediate shaft. The second power driven first gear and the third functional gear are driven to each other on the second intermediate shaft. The fourth functional gear and the second power output drive gear are driven to each other on the second intermediate shaft.

[0016] The second power drive gears include a second power drive first gear, a second power drive second gear, and a second power drive third gear that are sequentially arranged in parallel along the power input shaft and can slide axially. The second power drive first gear, the second power drive second gear, and the second power drive third gear engage with the second power driven first gear, the second power driven second gear, and the fourth functional gear to output the second power.

[0017] Furthermore, the first power drive third gear is rotatably engaged with the power input shaft, and the first power drive first gear and the first power drive second gear are respectively driven to engage with the power input shaft and can be driven to slide along the axial direction of the power input shaft;

[0018] The second power drive first gear, the second power drive second gear, and the second power drive third gear are respectively driven and engaged with the power input shaft and can be driven to slide along the power input shaft axially.

[0019] Furthermore, the first power drive gear and the first power drive gear form a double gear and are rotatably coupled on the power input shaft, and the second power drive gear and the second power drive gear form a double gear and are rotatably coupled on the power input shaft;

[0020] The first power driven gear set also includes a fifth functional gear and a first power output driving gear disposed on the second intermediate shaft. The fifth functional gear and the first power output driving gear form a double gear and are rotatably coupled to the second intermediate shaft.

[0021] It also includes a first power output shaft and a second power output shaft. The first power output shaft is provided with a first power output driven gear that is driven and cooperates with the first power output driving gear, and the second power output shaft is provided with a second power output driven gear that is driven and cooperates with the second power output driving gear.

[0022] The front and rear sections of the second intermediate shaft respectively output power to the first power output shaft and the second power output shaft;

[0023] The first power output shaft and the second power output shaft are parallel to each other with respect to the second intermediate shaft, and the first power output shaft and the second power output shaft are located on the same horizontal plane.

[0024] The first power driving second gear can be driven to slide axially along the power input shaft and selectively mesh with the first power driven second gear and the first power driving third gear, thereby outputting the first power;

[0025] The first power driving third gear and the first power driven third gear are constantly meshed, and the first power driving second gear outputs the first power to the first intermediate shaft through the first power driving third gear and the first power driven third gear;

[0026] The first power driven second gear meshes with the fifth functional gear for transmission.

[0027] Furthermore, the second power driving gear can be driven to slide axially along the power input shaft and selectively mesh with the second power driven gear and the first functional gear to output the second power.

[0028] The first functional gear meshes with the third functional gear for transmission, and the second functional gear meshes with the fourth functional gear for transmission.

[0029] The second power drive gear can be driven to slide axially along the power input shaft and mesh with the first functional gear to form the reverse gear transmission route.

[0030] The present invention relates to a ride-on mini-tiller, which includes an integrated transmission for the ride-on mini-tiller.

[0031] Furthermore, the mini tiller includes a frame, an engine assembly, a clutch assembly, and a gearbox assembly mounted on the frame;

[0032] The engine assembly transmits power to the transmission power input shaft of the transmission assembly via the engine power output shaft and the clutch assembly.

[0033] The engine assembly includes an engine housing, the clutch assembly includes a clutch housing and a clutch located within the clutch housing, and the gearbox assembly includes a gearbox housing.

[0034] The position of the clutch housing is due to the fact that the drive axis of the clutch assembly is offset from the axis of the engine power output shaft and the axis of the gearbox power input shaft.

[0035] The engine power output shaft transmits power to the clutch via a first transmission pair, and the clutch transmits power to the gearbox power input shaft via a second transmission pair, causing the transmission axis of the clutch assembly to deviate from the axis of the engine power output shaft and the axis of the gearbox power input shaft.

[0036] Furthermore, the transmission shaft of the clutch assembly is offset from the power output shaft of the engine assembly and the power input shaft of the gearbox assembly in the following manner:

[0037] The drive shaft of the clutch assembly is parallel to the axis of the power output shaft of the engine assembly and the axis of the power input shaft of the gearbox assembly; or, the drive shaft of the clutch assembly is spatially perpendicular to the axis of the power output shaft of the engine assembly and the axis of the power input shaft of the gearbox assembly.

[0038] The clutch housing includes a base housing and a cover that seals an opening in the base housing. The cover is exposed to an operable disassembly and installation view, and the opening is large enough to allow for the installation and disassembly of the clutch.

[0039] The beneficial effects of this invention are as follows: The integrated transmission and the ride-on mini-tiller of this invention employ a structure in which multiple first and second power active gears are set on the power input shaft for shifting. This not only solves the problems of shifting failures and power loss caused by insufficient gear meshing accuracy and poor power matching, but also enhances the adaptability and stability of the transmission under complex working conditions. Furthermore, it optimizes the multi-path power output structure, improves power transmission efficiency, simplifies maintenance procedures, and reduces manufacturing and maintenance costs. While ensuring the operating quality and continuity of the ride-on mini-tiller, it improves production efficiency and reduces overall operating costs. Attached Figure Description

[0040] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0041] Figure 1 This is a schematic diagram of the integrated transmission of the riding-type micro-tiller of the present invention;

[0042] Figure 2 A schematic diagram of the first gear transmission route for the first power output of the integrated transmission of a ride-on mini-tiller;

[0043] Figure 3 A schematic diagram of the second gear transmission route for the first power output of the integrated transmission of a ride-on mini-tiller.

[0044] Figure 4 A schematic diagram of the three-speed transmission route for the first power output of the integrated transmission of a ride-on mini-tiller;

[0045] Figure 5 A schematic diagram of the first gear transmission route for the second power output of the integrated transmission of a ride-on mini-tiller;

[0046] Figure 6 A schematic diagram of the second gear transmission route for the second power output of the integrated transmission of a ride-on mini-tiller;

[0047] Figure 7 A schematic diagram of the third-gear transmission route for the second power output of the integrated transmission of a ride-on mini-tiller;

[0048] Figure 8 A schematic diagram of the reverse gear transmission route for the second power output of the integrated transmission of a ride-on mini-tiller;

[0049] Figure 9 Schematic diagram of a ride-on mini tiller Figure 1 ;

[0050] Figure 10 for Figure 9 A schematic diagram of the clutch structure;

[0051] Figure 11 Schematic diagram of a ride-on mini tiller Figure 2 ;

[0052] Figure 12 for Figure 11 A schematic diagram of the clutch structure;

[0053] Figure 13 Schematic diagram of the clutch housing Figure 1 ;

[0054] Figure 14 Schematic diagram of the clutch housing Figure 2 ;

[0055] Figure 15 Schematic diagram of the clutch housing Figure 3 ;

[0056] Figure 16 Schematic diagram of the clutch housing Figure 4 ;

[0057] Figure 17 Schematic diagram of the clutch housing Figure 5 . Detailed Implementation

[0058] The following is in conjunction with the appendix Figure 1-17 The present invention will be described in further detail below.

[0059] This invention discloses an integrated transmission for a ride-on mini-tiller, comprising a power input shaft 1, a first power transmission system, and a second power transmission system. The power input shaft 1 receives output power from a power device. The first power transmission system includes a first power drive gear set and a first power driven gear set. The first power drive gear set includes a plurality of first power drive gears, and the first power driven gear set includes a plurality of first power driven gears for selectively meshing with the plurality of first power drive gears to output first power. The second power transmission system includes a second power drive gear set and a second power driven gear set. The second power drive gear set includes a plurality of second power drive gears, and the second power driven gear set includes a plurality of second power driven gears for selectively meshing with the plurality of second power drive gears to output second power. The second power transmission system includes a reverse gear transmission route. It also includes a first intermediate shaft 2 and a second intermediate shaft 3, with a plurality of first power driven gears disposed on the first intermediate shaft 2 or the second intermediate shaft 3, and a plurality of second power driven gears disposed on the first intermediate shaft. 2 or the second intermediate shaft 3, the power input shaft 1 and the power output end of the power equipment are connected by a transmission, usually using a coupling structure, which will not be described in detail here; the first power drive gear and the second power drive gear are generally connected to the power input shaft 1 by a spline connection, which will not be described in detail here; by shifting any one of the several first power drive gears with a shift fork and engaging, disengaging or not engaging with any one of the several first power driven gears on the first intermediate shaft 2 according to actual needs, the mutual rotation between different gears can be realized. The shifting mechanism involves using a shift fork to engage, disengage, or de-engage with any one of the several second-power drive gears on the second intermediate shaft 3, depending on actual needs. This allows for the switching between different gears. Alternatively, any one of the several second-power drive gears can engage with a functional gear on the first intermediate shaft 2 to achieve reverse gear. In this embodiment, the first power is used for the operation of the ride-on mini-tiller, and the second power is used for its movement; further details are omitted here.

[0060] In this embodiment, a plurality of first power driven gears are disposed on the first intermediate shaft 2 for outputting the first power, and a plurality of second power driven gears are disposed on the second intermediate shaft 3 for outputting the second power. The power input shaft 1, the first intermediate shaft 2, and the second intermediate shaft 3 are parallel to each other, and the driven gears are distributed in a dual intermediate shaft structure, which effectively reduces the load and gear density of a single intermediate shaft, simplifies the shaft system structure, reduces the radial dimension, facilitates the implementation of multi-gear arrangement in a limited space, and improves the overall structural compactness. Power is output from the two intermediate shafts respectively, which can balance the power output. The torque and stress on the intermediate bearing reduce the force concentration between the gears and the intermediate shaft, thereby reducing wear and vibration noise, extending service life, and improving the load-bearing capacity of the transmission system. Different driven gears are set on different intermediate shafts, making gear shifting clearer and more responsive, which is conducive to smooth shifting and improving the control accuracy and operational stability of the transmission mechanism. Of course, some of the first power driven gears can also be set on the second intermediate shaft 3 to output the first power, and some of the second power driven gears can be set on the first intermediate shaft 2 to output the second power, which will not be elaborated here.

[0061] The plurality of first driven gears include a first driven first gear 201, a first driven second gear 202, and a first driven third gear 203. The first driven first gear 201, the first driven second gear 202, and the first driven third gear 203 form a three-gear linkage and are rotatably coupled to the first intermediate shaft 2. Different gears of the first power are selectively engaged by the first driven first gear 201, the first driven second gear 202, and the first driven third gear 203 to transmit different gear levels of the first power. The plurality of first driven gears include a first driven first gear rotatably mounted on the power input shaft 1, arranged in parallel along the axial direction of the power input shaft 1. The first power output is achieved through a three-speed gear 103, a first power driving second-speed gear 102, and a first power driving first-speed gear 101, which are axially slidingly engaged with the first power driven first-speed gear 201, first power driven second-speed gear 202, and first power driven third-speed gear 203. A axial sliding mechanism can be achieved using existing drive techniques, such as shift forks, which will not be elaborated upon here. The first power driven first-speed gear 201, first power driven second-speed gear 202, and first power driven third-speed gear 203 form a three-gear linkage and rotate in engagement. The three-gear assembly, positioned on the first intermediate shaft 2 to form a synchronous transmission, shortens the axial length of the gear set on the first intermediate shaft 2 compared to the structure of three independent gears installed separately, reducing the volume of the transmission housing and achieving miniaturization and compactness of the transmission. The three-gear assembly is rotaryly coupled to the first intermediate shaft 2, and can be supported by bearings or have a clearance fit, a conventional arrangement in existing technology, which will not be elaborated further here. Taking the gear positions of the integrated transmission as an example, the first driving first gear 101 slides axially and meshes with the first driven first gear 201 to transmit power in the first gear position; the first driving second gear 102 slides axially and meshes with the first driven second gear 202. The transmission achieves the second gear power transmission of the first power; the first power driving second gear 102 slides axially and engages with the first power driving third gear 103. Since the first power driving third gear 103 meshes with the first power driven third gear 203, the first power third gear power transmission is achieved; of course, any one of the first power driving gears 101, 102, and 103 does not mesh with any one of the first power driven gears 201, 202, and 303, which is the first power neutral gear.

[0062] In this embodiment, the plurality of second power driven gears include a second power driven first gear 304 and a second power driven second gear 305; the second power driven gear set also includes a first functional gear 204 and a second functional gear 205 disposed on the first intermediate shaft 2, and a third functional gear 303, a fourth functional gear 307, and a second power output drive gear 306 disposed on the second intermediate shaft 3. The second power driven first gear 304 and the second power driven second gear 305 form a double gear and are rotatably coupled to the second intermediate shaft 3. The first functional gear 204 and the second functional gear 205 are in a transmission engagement with each other on the first intermediate shaft 2. The second driven first gear 304 and the third functional gear 303 are connected in a transmission relationship on the second intermediate shaft 3, and the fourth functional gear 307 and the second power output drive gear 306 are connected in a transmission relationship on the second intermediate shaft 3. A plurality of second power drive gears include a second power drive first gear 104, a second power drive second gear 105, and a second power drive third gear 106 arranged sequentially along the axial direction of the power input shaft 1 and capable of axial sliding cooperation. The second power drive first gear 104, second power drive second gear 105, and second power drive third gear 106 are connected in a transmission relationship with the second driven first gear 304, the second power drive second gear 306, and the third power drive third gear 106. The selective meshing transmission between wheel 305 and the fourth functional gear 307 outputs the second power. The first functional gear 204 and the second functional gear 205 are connected in a transmission fit on the first intermediate shaft 2 to form a synchronous transmission. Synchronous transmission generally relies on transmission fit to transmit torque, and can also achieve support and guidance through rotational fit. This can typically be achieved by using integrated gears or detachably connected gears, where one gear rotates and the other rotates synchronously. This can be achieved using existing mechanical installation structures, which will not be elaborated further here. This ensures the immediacy of power transmission, eliminates power lag, and is suitable for rotary tillers or ditching operations requiring rapid response. In operation scenarios with varying loads, the synchronous transmission structure also eliminates the gap between the gears and the shaft, reducing vibration and noise during power transmission, which will not be elaborated further here; the second power driven first gear 304 and the second power driven second gear 305 form a double gear and are rotatably coupled on the second intermediate shaft 3, thereby forming a synchronous transmission, which will not be elaborated further here; the second power driven first gear 304 and the third functional gear 303 are coupled in a transmission fit on the second intermediate shaft 3, thereby forming a synchronous transmission, and the fourth functional gear 307 and the second power output driving gear 306 are coupled in a transmission fit on the second intermediate shaft 3, thereby forming a synchronous transmission, which will not be elaborated further here;Taking the gear positions of the integrated transmission as an example, by shifting the shift fork, any one of the following active gears—the second active first gear 104, the second active second gear 105, and the second active third gear 106—can engage, disengage, or not engage with any one of the following gears: the second driven first gear 304, the second driven second gear 305, the fourth functional gear 307, and the first functional gear 204, thereby achieving the mutual conversion between different gear positions. The second active first gear 104 slides axially and engages with the second driven first gear 304 to achieve the first gear power transmission of the second power; the second active second gear 105 slides axially and engages with the second driven second gear 305 to achieve the second gear power transmission of the second power; the second active third gear 106 slides axially and engages with the second driven second gear 305 to achieve the second gear power transmission of the second power; the second active third gear 106 slides axially and engages with the second driven second gear 305 to achieve the second gear power transmission of the second power; the second active third gear 106 slides axially and engages with the second driven second gear 305 to achieve the second gear power transmission of the second power; the second active third gear 106 slides axially and engages with the second driven second gear 305 to achieve the second gear power transmission of the second power; the second active third gear 106 slides axially and engages with the second driven second gear 305 to achieve the second gear power transmission of the second power. The gear 104 slides axially and meshes with the fourth functional gear 307 to transmit power in three gears for the second power. The second power drive gear 104 slides axially and meshes with the first functional gear 204. Since the first functional gear 204 and the second functional gear 205 are usually synchronously driven in the circumferential direction, the second power is transmitted to the fourth functional gear 307 on the second intermediate shaft 3 via the second functional gear 205, thus transmitting power in reverse gear for the second power. Of course, any one of the drive gears—the second power drive gear 104, the second power drive gear 105, and the second power drive gear 106—does not mesh with any one of the driven gears—the second power driven gear 304, the second power driven gear 305, the fourth functional gear 307, or the first functional gear 204; this is the neutral gear for the second power.

[0063] In this embodiment, the first power drive third gear 103 is rotatably engaged with the power input shaft 1, the first power drive first gear 101 and the first power drive second gear 102 are respectively driven to slide along the power input shaft 1; the second power drive first gear 104, the second power drive second gear 105 and the second power drive third gear 106 are respectively driven to slide along the power input shaft 1.

[0064] In this embodiment, the first power drive first gear 101 and the first power drive second gear 102 form a double gear and are rotatably coupled to the power input shaft 1, and the second power drive second gear 105 and the second power drive third gear 106 form a double gear and are rotatably coupled to the power input shaft 1.

[0065] The first driven gear set further includes a fifth functional gear 302 and a first power output drive gear 301 disposed on the second intermediate shaft 3. The fifth functional gear 302 and the first power output drive gear 301 form a double gear and are rotatably coupled to the second intermediate shaft 3, thereby forming a synchronous transmission.

[0066] It also includes a first power output shaft 4 and a second power output shaft 5. The first power output shaft 4 is provided with a first power output driven gear 401 that drives the first power output driving gear 301. The second power output shaft 5 is provided with a second power output driven gear 501 that drives the second power output driving gear 306. The front and rear sections of the second intermediate shaft 3 respectively output power to the first power output shaft 4 and the second power output shaft 5. The first power output shaft 4 and the second power output shaft 5 are parallel to each other with the second intermediate shaft 3, and the first power output shaft 4 and the second power output shaft 5 are located on the same horizontal plane. The output power can selectively drive the drive wheel set. Alternatively, a working blade assembly can be added to improve the operating efficiency of the ride-on mini tiller. This assembly can include ditching, weeding, ridging, backfilling, and rotary tillage blades. The appropriate blades and wheels can be selected based on different needs; either wheels or various blades can be installed. The two power output shafts can be used to equip different blades or blade combinations, enabling a single ride-on mini tiller to perform virtually all tillage functions, suitable for the needs of modern agriculture. Further details are omitted here. Of course, the power input shaft 1, first intermediate shaft 2, second intermediate shaft 3, first power output shaft 4, and second power output shaft 5 can be supported on the gearbox housing via bearings, a standard configuration in existing technology, and will not be elaborated upon here.

[0067] The first active second gear 102 can be driven to slide along the power input shaft 1 and selectively mesh with the first driven second gear 202 and the first active third gear 103 to output the first power. The first active second gear 102 can mesh with either the first driven second gear 202 or the first active third gear 103. For example, when the first active second gear 102 meshes with the first driven second gear 202, it is disengaged from the first active third gear 103. Compared with the traditional design where one gear corresponds to one meshing end, this design can reduce the number of gears by 2 or 3. Without increasing the shaft length and housing volume, it can expand the number of gears, which can meet the gear requirements of multi-condition operation of the riding micro-tiller, maintain the compactness of the transmission, simplify the complexity of the shifting mechanism, reduce the number of parts, and reduce assembly errors.

[0068] The first power driving third gear 103 is constantly meshed with the first power driven third gear 203. The first power driving second gear 102 outputs the first power to the first intermediate shaft 2 through the first power driving third gear 103 and the first power driven third gear 203. The constant meshing of the first power driving third gear 103 and the first power driven third gear 203 allows the first power driving second gear 102 to form a transmission path of power input shaft 1 → first power driving second gear 102 → first power driving third gear 103 → first power driven third gear 203 by meshing with the first power driving third gear 103. The gear expansion is achieved through gear series connection without increasing the number of gears on the first intermediate shaft 2 or extending the shaft length, thus maintaining the compactness of the whole machine and reducing the manufacturing cost and weight of the whole machine. Further details are omitted here.

[0069] The first power driven second gear 202 meshes with the fifth functional gear 302, which clarifies the transmission path between the first intermediate shaft 2 and the second intermediate shaft 3 in the first power. That is, by reducing the number of gears, as many functions as possible are accomplished, ensuring the compactness of the transmission structure and improving the transmission efficiency. This will not be elaborated further here.

[0070] In this embodiment, the second power driving first gear 104 can be driven to slide along the power input shaft 1 and selectively mesh with the second power driven first gear 304 and the first functional gear 204 to output the second power; the relationship between the second power driving first gear 104, the second power driven first gear 304 and the first functional gear 204 is the same as the relationship between the first power driving second gear 102, the first power driven second gear 202 and the first power driving third gear 103, which will not be repeated here;

[0071] The first functional gear 204 meshes with the third functional gear 303 to drive the transmission, which clarifies the transmission path between the first intermediate shaft 2 and the second intermediate shaft 3 in the second power. That is, by reducing the number of gears, as many functions as possible are accomplished, ensuring the compactness of the transmission structure and improving the transmission efficiency. This will not be elaborated further here.

[0072] When the second power drive first gear 104 is driven to slide axially along the power input shaft 1 and meshes with the first functional gear 204, it forms the reverse gear transmission route. The second functional gear 205 meshes with the fourth functional gear 307, so that the second power drive first gear 104 can form a transmission path of power input shaft 1 → second power drive first gear 104 → first functional gear 204 → second functional gear 205 → fourth functional gear 307 through meshing with the first functional gear 204, which is the reverse gear transmission route. At the same time, this multi-stage transmission structure can achieve fine adjustment of the transmission ratio within a small range by adjusting the gear ratio of each gear, which can ensure high-speed output speed and precise control of torque. It is suitable for different operations such as weeding, mulching and short-distance transportation, and greatly improves work efficiency.

[0073] When in use, the integrated transmission provides power output including a first power output and a second power output. The first power output includes first gear, second gear, and third gear, while the second power output includes first gear, second gear, third gear, and reverse gear. Specifically:

[0074] The transmission path of the first gear power output:

[0075] Power input shaft 1 → First power driving gear 101 → First power driven gear 201 → First intermediate shaft 2 → First power driven gear 202 → Fifth functional gear 302 → Second intermediate shaft 3 → First power output driving gear 301 → First power output driven gear 401 → First power output shaft 4, completing the first power output of the first power;

[0076] The transmission path of the first power output in second gear:

[0077] Power input shaft 1 → First power driving second gear 102 → First power driven second gear 202 → First intermediate shaft 2 → Fifth functional gear 302 → Second intermediate shaft 3 → First power output driving gear 301 → First power output driven gear 401 → First power output shaft 4, to complete the second gear power output of the first power;

[0078] The transmission routes of the first power output in three gears:

[0079] Power input shaft 1 → First power driving second gear 102 → First power driving third gear 103 → First power driven third gear 203 → First intermediate shaft 2 → First power driven second gear 202 → Fifth functional gear 302 → Second intermediate shaft 3 → First power output driving gear 301 → First power output driven gear 401 → First power output shaft 4, completing the three-speed power output of the first power;

[0080] The transmission path of the second power output in first gear:

[0081] Power input shaft 1 → Second power driving gear 104 → Second power driven gear 304 → First intermediate shaft 2 → Third functional gear 303 → First functional gear 204 → First intermediate shaft 2 → Second functional gear 205 → Fourth functional gear 307 → Second intermediate shaft 3 → Second power output driving gear 306 → Second power output driven gear 501 → Second power output shaft 5, completing the first gear power output of the second power;

[0082] The second gear transmission path for the second power output:

[0083] Power input shaft 1 → Second power driving second gear 105 → Second power driven second gear 305 → Second power driven first gear 304 → First intermediate shaft 2 → Third functional gear 303 → First functional gear 204 → First intermediate shaft 2 → Second functional gear 205 → Fourth functional gear 307 → Second intermediate shaft 3 → Second power output driving gear 306 → Second power output driven gear 501 → Second power output shaft 5, completing the second power output of the second power;

[0084] The transmission path of the second power output in three gears:

[0085] Power input shaft 1 → Second power drive three-speed gear 106 → Fourth functional gear 307 → Second intermediate shaft 3 → Second power output drive gear 306 → Second power output driven gear 501 → Second power output shaft 5, completing the three-speed power output of the second power;

[0086] The reverse gear transmission route for the second power output:

[0087] Power input shaft 1 → Second power drive gear 104 → First functional gear 204 → First intermediate shaft 2 → Second functional gear 205 → Fourth functional gear 307 → Second intermediate shaft 3 → Second power output drive gear 306 → Second power output driven gear 501 → Second power output shaft 5, completing the reverse gear power output of the second power;

[0088] During the power transmission process in the current gear, other gears disengage and do not transmit power, which will not be elaborated here; the transmission fit between gears and shafts can be achieved using existing assembly structures, such as splines, which will not be elaborated here; when the integrated gearbox outputs the second power for the travel of the ride-on mini-tiller, the first power for the operation of the ride-on mini-tiller can be output simultaneously, so that it can travel and till at the same time, which will not be elaborated here.

[0089] This invention also discloses a ride-on mini-tiller, including an integrated transmission for the ride-on mini-tiller. The transmission employs a structure with multiple first and second power drive gears on the power input shaft for shifting. This not only solves the problems of shifting failures and power loss caused by insufficient gear meshing precision and poor power matching, but also enhances the adaptability and stability of the transmission under complex working conditions. Furthermore, it optimizes the multi-path power output structure, improves power transmission efficiency, simplifies maintenance processes, and reduces manufacturing and maintenance costs. While ensuring the operating quality and continuity of the ride-on mini-tiller, it improves production efficiency and reduces overall operating costs.

[0090] In this embodiment, the micro-tiller includes a frame (not shown in the figure), an engine assembly 6, a clutch assembly, and a gearbox assembly 7 mounted on the frame. It should be understood that the engine assembly 6, gearbox assembly 7, and clutch assembly in this solution can each be selected from any existing technology suitable for this solution, and they should be mounted on the frame and connected for transmission, and each should perform its intended function. Further details will not be provided here.

[0091] Small agricultural machinery can include small tractors, garden tillers including mini tillers, and ride-on mini tillers. In addition to the frame and power system mentioned above, they also have drive wheels, blades, and a seating position, etc., which will not be elaborated here.

[0092] The engine assembly 6 transmits power to the transmission power input shaft 702 of the transmission assembly 7 via the engine power output shaft 602 and the clutch assembly. The axis of the engine power output shaft 602 and the axis of the transmission power input shaft 702 are coincident or parallel, which can maintain the advantage of the original compact structure of direct assembly of engine and transmission, while improving maintenance convenience.

[0093] The engine assembly 6 includes an engine housing 601, the clutch assembly includes a clutch housing, and the gearbox assembly 7 includes a gearbox housing 701. The presence of the clutch housing allows for flexible design of the clutch assembly position, providing possibilities for the arrangement of other functional components, improving the overall machine layout flexibility, and making it easier to avoid interference with other agricultural machinery components. For example, in a ride-on small agricultural machine, the seat 9 can be arranged above the gearbox assembly 7. Figure 9 and Figure 11 As shown; at the same time, the independently designed clutch housing is easier to disassemble and easier to operate and repair the clutch inside the clutch housing independently, making maintenance more convenient.

[0094] The location of the clutch housing is determined by the fact that the drive shaft of the clutch assembly deviates from the axis of the engine power output shaft 602 and the axis of the transmission power input shaft 702. "Deviates from" means that the position of the clutch housing is determined by the drive shaft of the clutch assembly, which is the rotation axis of the clutch's driving and driven components during transmission. "Deviates from" means that the drive shaft of the clutch assembly is not coaxial with the axis of the engine output shaft 602 and the axis of the transmission power input shaft 702. This offset design of the clutch housing makes the disassembly and assembly of the clutch assembly easier, facilitating the disassembly of the power housing, enabling independent maintenance of the easily damaged clutch, and improving the convenience of power system maintenance.

[0095] The presence of the clutch housing and its off-center placement in this design facilitates the disassembly and assembly of various housings within the powertrain, enhancing the overall ease of maintenance. During disassembly, the clutch assembly can be quickly disassembled without completely separating the engine assembly 6 and the gearbox assembly 7, significantly reducing maintenance difficulty and labor intensity. Ordinary operators can complete the operation in the field. It also saves maintenance costs and time, avoids hoisting and transportation costs associated with transporting the entire machine, reduces downtime, and allows agricultural machinery to quickly resume operation, ensuring uninterrupted farming seasons. This effectively solves the problem of maintenance limitations due to site constraints, improving the practicality and reliability of the equipment.

[0096] In this embodiment, the clutch assembly further includes a clutch located within the clutch housing. The engine power output shaft 602 transmits power to the clutch via a first transmission pair, and the clutch transmits power to the gearbox power input shaft 702 via a second transmission pair, such that the transmission axis of the clutch assembly is offset from both the axis of the engine power output shaft 602 and the axis of the gearbox power input shaft 702. The first and second transmission pairs are designed using existing spur gear pairs, bevel gear pairs, or other transmission mechanisms according to corresponding requirements, preferably to meet the transmission function and achieve the intended purpose; further details are omitted here.

[0097] In this embodiment, the clutch includes a clutch drive shaft 801, a clutch cover 802 that is driven to rotate on the clutch drive shaft 801, and a clutch core assembly 803 that is disposed on the clutch drive shaft 801 for engaging or disengaging with the clutch cover 802.

[0098] The clutch housing is connected to the engine power output shaft 602 via a first transmission pair, and the clutch transmission shaft 801 is connected to the gearbox power input shaft 702 via a second transmission pair.

[0099] The transmission shaft of the clutch assembly is offset from the axis of the power output shaft of the engine assembly 6 and the axis of the power input shaft of the gearbox assembly 7 in the following manner:

[0100] like Figure 9 and Figure 10 As shown, the transmission axis of the clutch assembly is parallel to the axis of the power output shaft of the engine assembly 6 and the axis of the power input shaft of the gearbox assembly 7. The first transmission pair and the second transmission pair are spur gear pair I and spur gear pair II, respectively.

[0101] Or, such as Figure 11 and Figure 12 As shown, the transmission axis of the clutch assembly is spatially perpendicular to the axis of the power output shaft of the engine assembly 6 and the axis of the power input shaft of the gearbox assembly 7. The first transmission pair and the second transmission pair are bevel gear pair I and bevel gear pair II, respectively.

[0102] In this embodiment, corresponding to Figure 10 The clutch housing 802 is connected to the engine power output shaft 602 via a spur gear pair I, and the clutch drive shaft 801 is connected to the gearbox power input shaft 702 via a spur gear pair II.

[0103] The clutch drive shaft 801 is rotatably supported on the clutch housing by support bearings located at its two ends. Alternatively, the clutch drive shaft 801 can be rotatably supported on the clutch housing by a self-lubricating material coated on it or a diaphragm with friction-reducing function, or by other rotating pairs or collars, etc., to achieve the intended purpose, which will not be elaborated further here.

[0104] It should be understood that in the clutch, the clutch housing 802 is the driving part and the clutch core assembly 803 is the driven part. The clutch housing 802 and the clutch core assembly 803 can be selected from any of the existing technologies and are assembled on the clutch drive shaft 801 to achieve the intended function of this solution. This will not be elaborated further here.

[0105] The clutch housing 802, located on the clutch drive shaft 801, is connected to the engine power output shaft 602. Receiving power from the engine, the clutch core assembly 803 is adjusted to a pressed state, engaging the clutch housing 802 and the clutch core assembly 803. Power is then transmitted from the clutch core assembly 803 to the clutch drive shaft 801. The power output end of the clutch drive shaft 801 is connected to the gearbox power input shaft 702, outputting power from the gearbox power input shaft 702 to a preset position. When the clutch housing 802 and the clutch core assembly 803 disengage, power is cut off when the clutch housing 802 is in an idling state. This design makes the clutch housing 802 an independent rotating body that can be driven and idled at any time, laying the foundation for the modularity and maintainability of the entire powertrain.

[0106] The engine power output shaft 602 and the gearbox power input shaft 702 are coaxial and arranged opposite to each other, with a clutch located between them to connect them in transmission.

[0107] The spur gear pair I includes a clutch drive gear I 804 coaxially mounted on the engine power output shaft 602 and a clutch driven gear I 805 meshing with the clutch drive gear I 804 and coaxially connected to the clutch housing 802. The clutch driven gear I 805 is mounted on the clutch drive shaft 801 via corresponding bearings, and the clutch housing 802 is coaxially mounted on the clutch driven gear I 805. Thus, the clutch housing 802 achieves power input through the meshing of the clutch drive gear I 804 and the clutch driven gear I 805, and outputs force to the drive shaft after engaging with the clutch core assembly 803.

[0108] The spur gear pair II includes a clutch drive gear II 806 coaxially mounted on the clutch drive shaft 801 and a clutch driven gear II 807 coaxially mounted on the power input shaft 702 of the gearbox, which meshes with the clutch drive gear II 806.

[0109] The clutch driven gear I 805 is arranged as close as possible to the support bearing on the side of the clutch housing 802, and the clutch driving gear II 806 is arranged as close as possible to the support bearing at the output end of the clutch drive shaft. This layout helps to reduce the bending moment of the gear transmission on the shaft, and improve the smoothness, reliability and service life of the transmission.

[0110] More specifically, the power output end of the engine power output shaft extends into the clutch housing. The clutch drive gear I 804 is located at the power output end of the engine power output shaft and is driven to rotate actively. The clutch driven gear I 805 meshes with the clutch drive gear I 804, causing the clutch housing 802 located on the clutch driven gear I 805 to rotate under the input power. Through the engagement of the clutch core assembly 803 and the clutch housing 802, power is sent to the clutch drive shaft 801. The clutch drive shaft 801, through the clutch drive gear II 806 located thereon, drives the clutch driven gear II 807 located on the gearbox power input shaft 702 to rotate, outputting force to the gearbox power input shaft 702. The power input end of the gearbox power input shaft 702 extends into the clutch housing, so that the engine power is smoothly transmitted to the gearbox through the first transmission pair, the second transmission pair, and the clutch. It retains the original advantages of compact structure and efficient transmission, with the engine and gearbox still connected coaxially or parallelly, maintaining an overall compact structure. Power is transmitted through a corresponding transmission mechanism, resulting in high transmission efficiency and low power loss, fully preserving the core advantages of efficient power output in traditional direct-drive structures.

[0111] In this embodiment, corresponding to Figure 12 The clutch housing 802 is connected to the engine power output shaft 602 via bevel gear pair I 8051, and the clutch drive shaft 801 is connected to the gearbox power input shaft 702 via bevel gear pair II 8061.

[0112] and Figure 10 Similarly, the configuration is changed only by switching the axis of the clutch drive shaft 801 from parallel to the engine output shaft 602 to perpendicular to the engine output shaft 602. To ensure transmission capacity, the first and second transmission pairs are respectively selected as bevel gear pair I 8051 and bevel gear pair II 8061 so that the engine output shaft 602 inputs power to the gearbox input shaft 702 through the clutch. Figure 12 The solid and dashed lines respectively show the arrangement of the bevel gears on the clutch drive shaft in the bevel gear pair II 8061 at two different positions, which will not be elaborated further here.

[0113] In this embodiment, the clutch housing includes a base housing 810 and a cover 808 that seals an opening in the base housing 810. The opening in the base housing 810 is positioned to avoid interference with the engine housing 601 or the gearbox housing 701, and the cover 808 is exposed within an operable disassembly and installation view. The opening is large enough for installing and removing the clutch. This ensures that the opening can be independently opened or closed through the cover 808 without disassembling the engine or gearbox, allowing direct operation of the internal clutch and facilitating subsequent disassembly of the clutch or the entire machine. It should be understood that when this solution is applied to agricultural machinery, the opening also avoids obstructing components of the agricultural machinery to ensure normal opening and closing. The cover 808 is detachably mounted on the base housing 810. The detachable connection typically uses bolts and a sealing gasket to achieve a sealed, quick-release, and structurally stable structure, which will not be elaborated further here. When maintenance is needed, the opening can be opened simply by removing the cover 808. The structure is simple and reliable, reducing maintenance costs.

[0114] In this embodiment, as Figure 15 As shown, the first end of the base housing 810 is integrally formed with the engine housing 601, and the second end is detachably connected to the gearbox housing 701.

[0115] Or, such as Figure 16 As shown, the first end of the base housing 810 is detachably connected to the engine housing 601, and the second end is integrally formed with the gearbox housing 701.

[0116] Or, such as Figure 13 and Figure 14 As shown, the first end of the base housing 810 is detachably connected to the engine housing 601, and the second end is detachably connected to the gearbox housing 701.

[0117] Or, such as Figure 17 As shown, the first end of the base housing 810 is integrally formed with the engine housing 601, and the second end is integrally formed with the gearbox housing 701. The base housing 810 is provided with a butt joint between the first end and the second end. The engine housing 601 and the gearbox housing 701 are detachably connected at this butt joint. The butt joint is designed in a position where the engine housing 601 and the gearbox housing 701 are easy to disassemble and assemble.

[0118] The above-mentioned configurations of various clutch housings can be designed according to corresponding usage requirements, improving the design flexibility of the clutch assembly position, enhancing the ease of disassembly and assembly of the clutch housing, facilitating clutch maintenance, and reducing the difficulty of overall machine maintenance. Preferably, the first end of the base housing 810 is detachably connected to the engine housing 601, and the second end is detachably connected to the gearbox housing 701, further improving the layout flexibility of the engine assembly 6, clutch assembly, and gearbox assembly 7, as well as the convenience of maintenance.

[0119] In this embodiment, corresponding to Figure 9 and Figure 10 The drive shaft of the clutch assembly is parallel to the engine power output shaft 602 axis and the gearbox power input shaft 702 axis;

[0120] Furthermore, the drive shaft of the clutch assembly is positioned higher than the engine power output shaft 602 and the transmission power input shaft 702; this causes the clutch housing to be eccentrically positioned relative to the engine power output shaft 602 and the transmission power input shaft 702, forming an eccentric portion 809, which is positioned higher than the engine power output shaft 602 and the transmission power input shaft 702. This eccentric portion 809 can at least be used to arrange an opening and a cover 808 to seal the opening, providing a favorable environment and location for clutch disassembly, assembly, and maintenance, and reducing the difficulty of disassembly and assembly.

[0121] In this embodiment, corresponding to Figure 11 and Figure 12 The drive shaft of the clutch assembly is spatially perpendicular to the engine power output shaft 602 axis and the gearbox power input shaft 702 axis;

[0122] Furthermore, the clutch is positioned higher relative to the engine power output shaft 602 axis and the transmission power input shaft 702 axis; this causes the clutch housing to be eccentrically positioned relative to the engine power output shaft 602 axis and the transmission power input shaft 702 axis, forming an eccentric portion 809, which is positioned higher relative to both axes. This eccentric portion 809 can at least be used to arrange an opening and a cover 808 to seal the opening, providing a favorable environment and position for clutch disassembly, assembly, and maintenance, reducing the difficulty of disassembly and assembly.

[0123] The position of the clutch relative to the axis of the engine power output shaft 602 and the axis of the transmission power input shaft 702 means that the rotation axis of the clutch and the axis of the engine power output shaft 602 and the axis of the transmission power input shaft 702 are both vertically upward or inclined upward, so that the eccentric part 809 of the housing is set upward, to the upper left or to the upper right. Of course, for the convenience of arrangement, the clutch can be arranged at any position in the circumferential direction of the axis of the engine power output shaft 602 and the axis of the transmission power input shaft 702, in order to avoid interference and form independence.

[0124] In this embodiment, the eccentric portion 809 of the clutch housing, formed by the eccentricity of the clutch housing relative to the axis of the engine power output shaft 602 and the axis of the gearbox power input shaft 702, is positioned to avoid functional components on the engine. Preferably, the eccentric portion 809 is positioned obliquely upward and outward from the engine power output shaft on the side of the engine opposite to the functional components, to further reduce maintenance difficulty and improve repair efficiency. Here, functional components refer to components such as engine filters and air filters located outside the engine housing. For example, if the functional components are located on the right side of the engine assembly 6, then the eccentric portion of the clutch housing should be located on the left side of the engine assembly 6 (based on the direction of travel of the agricultural machinery), which will not be elaborated further here.

[0125] In this embodiment, the opening of the basic box 810 is located at the top, and the box cover 808 covers the opening to form part of the eccentric part 809 of the box;

[0126] Alternatively, the opening of the base housing 810 may be located on the side near the gearbox housing 701;

[0127] In this embodiment, the preferred structure is that the opening of the basic housing 810 is located at the top; the top refers to the side corresponding to the eccentric part, which will not be elaborated further here; this opening position makes the opening closer to the top, which can prevent oil leakage during the disassembly of the housing cover, help maintain environmental hygiene, save material costs, and improve maintenance convenience. Specifically, in Figure 9 and Figure 10 In this configuration, the cover 808 is positioned on top of the base housing 810, and the dividing line between the cover 808 and the base housing 810 is located on the axis of the clutch drive shaft 801, making it easy to manufacture and convenient to assemble and disassemble; for example... Figure 14 As shown, the cover 808 is located on the side near the gearbox housing 701 and is placed on the base housing 810.

[0128] In this embodiment, the axis of the power input shaft 702 of the gearbox is deviated from the axis of the power output shaft 602 of the engine, so that the gearbox housing 701 is lowered by a certain size relative to the engine housing 601, and functional equipment is provided in the upper space of the gearbox housing 701.

[0129] Because the engine power output shaft and the clutch, as well as the clutch and the gearbox power input shaft, are all connected by their respective transmission mechanisms (first transmission pair and second transmission pair), the traditional method of coaxial transmission between the gearbox assembly 7 and the engine assembly 6 is changed. This gives the gearbox assembly 7 sufficient installation flexibility, such as the recessed installation in this embodiment. Furthermore, the dimensions for the recessed installation can be designed as needed to accommodate the arrangement of other functional components, such as storage compartments and seats. Figure 9 and Figure 11 As shown, in the design of the ride-on mini tiller, the gearbox assembly 7 is located in front of the engine assembly 6, and the seat can be arranged on the upper part of the gearbox assembly 7.

[0130] Of course, a structure in which the axis of the gearbox power input shaft is coaxial with the axis of the engine power output shaft can also be adopted. In this case, the first end of the base housing 810 is detachably connected to the engine housing, and the second end is detachably connected to the gearbox housing. The first end is detachably connected to the engine housing via a first end flange (generally using bolts), and the second end is detachably connected to the gearbox housing via a second end flange. The first end flange and the second end flange are coaxial with the axis of the gearbox power input shaft and the axis of the engine power output shaft. This structure allows the base housing 810 to be connected to the engine housing and the gearbox housing at any angle. This arbitrary angle is the arrangement of the clutch transmission shaft in any radial direction of the engine power output shaft, further improving the flexibility of assembly.

[0131] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An integrated transmission for a ride-on mini-tiller, characterized in that: Includes a power input shaft, a first power transmission system, and a second power transmission system; The power input shaft is used to receive the output power of the power equipment, and the first power transmission system includes a first power driving gear set and a first power driven gear set; The first power drive gear set includes a plurality of first power drive gears, and the first power driven gear set includes a plurality of first power driven gears for selectively meshing with the plurality of first power drive gears to output the first power. The second power transmission system includes a second power driving gear set and a second power driven gear set; The second power drive gear set includes a plurality of second power drive gears, and the second power driven gear set includes a plurality of second power driven gears for selectively meshing with the plurality of second power drive gears to output second power. The second power transmission system includes a reverse gear transmission route.

2. The integrated transmission of the riding-type micro-tiller according to claim 1, characterized in that: It also includes a first intermediate shaft and a second intermediate shaft, with a plurality of first power driven gears disposed on the first intermediate shaft or the second intermediate shaft, and a plurality of second power driven gears disposed on the first intermediate shaft or the second intermediate shaft.

3. The integrated transmission of the riding-type micro-tiller according to claim 2, characterized in that: A plurality of first power driven gears are disposed on a first intermediate shaft for outputting first power, and a plurality of second power driven gears are disposed on a second intermediate shaft for outputting second power; The power input shaft, the first intermediate shaft, and the second intermediate shaft are parallel to each other. The plurality of first power driven gears include a first power driven first gear, a first power driven second gear, and a first power driven third gear. The first power driven first gear, the first power driven second gear, and the first power driven third gear form a three-way gear set and are rotatably coupled to a first intermediate shaft. The first power driven first gear, the first power driven second gear, and the first power driven third gear selectively mesh to transmit different gears of the first power. The plurality of first power drive gears include a first power drive third gear rotatably mounted on the power input shaft, a first power drive second gear and a first power drive first gear that are axially slidingly engaged, arranged in parallel along the power input shaft. The first power drive first gear, the first power drive second gear and the first power drive third gear are selectively meshed with the first power driven first gear, the first power driven second gear and the first power driven third gear to output the first power.

4. The integrated transmission of the riding-type micro-tiller according to claim 3, characterized in that: The second power driven gear set includes a second power driven first gear and a second power driven second gear; the second power driven gear set also includes a first functional gear and a second functional gear disposed on the first intermediate shaft, and a third functional gear, a fourth functional gear and a second power output drive gear disposed on the second intermediate shaft. The second power driven first gear and the second power driven second gear form a double gear and are rotatably coupled to each other on the second intermediate shaft. The first functional gear and the second functional gear are driven to each other on the first intermediate shaft. The second power driven first gear and the third functional gear are driven to each other on the second intermediate shaft. The fourth functional gear and the second power output drive gear are driven to each other on the second intermediate shaft. The second power drive gears include a second power drive first gear, a second power drive second gear, and a second power drive third gear that are sequentially arranged in parallel along the power input shaft and can slide axially. The second power drive first gear, the second power drive second gear, and the second power drive third gear engage with the second power driven first gear, the second power driven second gear, and the fourth functional gear to output the second power.

5. The integrated transmission of the riding-type micro-tiller according to claim 4, characterized in that: The first power drive third gear is rotatably engaged with the power input shaft, and the first power drive first gear and the first power drive second gear are respectively driven to engage with the power input shaft and can be driven to slide along the axial direction of the power input shaft; The second power drive first gear, the second power drive second gear, and the second power drive third gear are respectively driven and engaged with the power input shaft and can be driven to slide along the power input shaft axially.

6. The integrated transmission of the riding-type micro-tiller according to claim 5, characterized in that: The first power drive gear and the first power drive gear form a double gear and are rotatably coupled to the power input shaft; the second power drive gear and the second power drive gear form a double gear and are rotatably coupled to the power input shaft. The first power driven gear set also includes a fifth functional gear and a first power output driving gear disposed on the second intermediate shaft. The fifth functional gear and the first power output driving gear form a double gear and are rotatably coupled to the second intermediate shaft. It also includes a first power output shaft and a second power output shaft. The first power output shaft is provided with a first power output driven gear that is driven and cooperates with the first power output driving gear, and the second power output shaft is provided with a second power output driven gear that is driven and cooperates with the second power output driving gear. The front and rear sections of the second intermediate shaft respectively output power to the first power output shaft and the second power output shaft; The first power output shaft and the second power output shaft are parallel to each other with respect to the second intermediate shaft, and the first power output shaft and the second power output shaft are located on the same horizontal plane. The first power driving second gear can be driven to slide axially along the power input shaft and selectively mesh with the first power driven second gear and the first power driving third gear, thereby outputting the first power; The first power driving third gear and the first power driven third gear are constantly meshed, and the first power driving second gear outputs the first power to the first intermediate shaft through the first power driving third gear and the first power driven third gear; The first power driven second gear meshes with the fifth functional gear for transmission.

7. The integrated transmission of the riding-type micro-tiller according to claim 6, characterized in that: The second power driving gear can be driven to slide axially along the power input shaft and selectively mesh with the second power driven gear and the first functional gear to output the second power. The first functional gear meshes with the third functional gear for transmission, and the second functional gear meshes with the fourth functional gear for transmission. The second power drive gear can be driven to slide axially along the power input shaft and mesh with the first functional gear to form the reverse gear transmission route.

8. A ride-on micro-tiller, characterized in that: The integrated transmission of the ride-on tiller as described in any one of claims 1-7.

9. The riding-type micro-tiller according to claim 8, characterized in that: The mini-tiller includes a frame, an engine assembly, a clutch assembly, and a gearbox assembly mounted on the frame; The engine assembly transmits power to the transmission power input shaft of the transmission assembly via the engine power output shaft and the clutch assembly. The engine assembly includes an engine housing, the clutch assembly includes a clutch housing and a clutch located within the clutch housing, and the gearbox assembly includes a gearbox housing. The position of the clutch housing is due to the fact that the drive axis of the clutch assembly is offset from the axis of the engine power output shaft and the axis of the gearbox power input shaft. The engine power output shaft transmits power to the clutch via a first transmission pair, and the clutch transmits power to the gearbox power input shaft via a second transmission pair, causing the transmission axis of the clutch assembly to deviate from the axis of the engine power output shaft and the axis of the gearbox power input shaft.

10. The riding-type micro-tiller according to claim 9, characterized in that: The drive shaft of the clutch assembly is offset from the power output shaft of the engine assembly and the power input shaft of the gearbox assembly in the following manner: The drive shaft of the clutch assembly is parallel to the axis of the power output shaft of the engine assembly and the axis of the power input shaft of the gearbox assembly; or, the drive shaft of the clutch assembly is spatially perpendicular to the axis of the power output shaft of the engine assembly and the axis of the power input shaft of the gearbox assembly. The clutch housing includes a base housing and a cover that seals an opening in the base housing. The cover is exposed to an operable disassembly and installation view, and the opening is large enough to allow for the installation and disassembly of the clutch.

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