Multi-gear transmission capable of smoothly shifting

Abstract

The utility model discloses a multi-gear speed changer capable of smoothly shifting gears. The multi-gear speed changer comprises a six-gear speed change mechanism and a power switching output mechanism. By the adoption of the multi-gear transmission capable of achieving smooth gear shifting, a six-gear speed change mechanism can drive the first gear shifting sleeve, the second gear shifting sleeve and the third gear shifting sleeve to rotate relative to the adjacent speed reduction tooth sets through the auxiliary gear shifting assembly, so that the corresponding gears are engaged according to needs, and the problem that gear shifting cannot be achieved in the non-starting state is solved; the smooth gear shifting of the six-gear speed change mechanism in each state is ensured; moreover, by matching with the forward gear high-low speed switching assembly and the reverse gear switching assembly, speed changing of 12 forward gears and 6 reverse gears can be achieved, application requirements are met, meanwhile, the number of parts of the multi-gear speed changer is small, the structure is simple and compact, the production and manufacturing cost and the appearance size are greatly reduced, and universality is good.

Description

Technical Field

[0001] This utility model relates to the field of transmission system technology, specifically to a multi-gear transmission that can smoothly shift gears. Background Technology

[0002] A transmission is a device used to change the speed and torque of machinery and equipment, and is widely used in fields such as mechanical equipment, engineering vehicles, and automobiles.

[0003] Traditional multi-speed transmissions capable of more than ten gears are typically extremely complex in structure, with numerous parts, resulting in high manufacturing costs and large dimensions, thus limiting their versatility. Therefore, a new type of multi-speed transmission has emerged on the market. Based on a six-speed transmission mechanism (with adjustable gears), and equipped with high / low speed switching, it can also achieve more than ten gears. This new type significantly reduces the number of parts, has a simple and compact structure, and substantially reduces manufacturing costs and size.

[0004] However, currently, the six-speed transmission mechanisms used in the aforementioned multi-speed transmissions, for cost and compact design considerations, typically use three shift forks to independently control three shift sleeves to switch the transmission of six pairs of reduction gears, thus achieving six-speed shifting. The engagement and disengagement between the shift sleeve and adjacent gears are usually achieved through tooth-groove mating. When the engaging tooth is inserted into the corresponding groove, the shift sleeve engages with the adjacent gear; when the engaging tooth disengages from the groove, the shift sleeve disengages. During operation after startup, this six-speed transmission mechanism operates smoothly because each shift sleeve and each pair of reduction gears rotates at a different speed, thus preventing gear shifting difficulties. However, when trying to shift gears while the engine is off, since each shift sleeve and each pair of reduction gears is stationary, if the engaging teeth and grooves between the shift sleeve and the adjacent gear are completely misaligned, it will result in the inability to shift gears.

[0005] Solving these problems is now a top priority. Utility Model Content

[0006] To address the technical problem that existing multi-gear transmissions may fail to engage gears when the six-speed mechanism is not in operation, this invention provides a multi-gear transmission that can engage gears smoothly.

[0007] The technical solution is as follows:

[0008] The first aspect of this application relates to a multi-speed transmission capable of smooth gear shifting, comprising a six-speed transmission mechanism and a power switching output mechanism. The six-speed transmission mechanism includes a drive shaft and a driven shaft that are parallel to each other. A transmission input gear is synchronously rotatably mounted on the drive shaft, and a transmission output gear is synchronously rotatably mounted on the driven shaft. Six pairs of reduction gear sets are provided on the drive shaft and the driven shaft. A first shift sleeve that can slide along its axial direction is synchronously rotatably mounted on the drive shaft, and a second shift sleeve and a third shift sleeve that can slide along their axial direction are synchronously rotatably mounted on the driven shaft. The six pairs of reduction gear sets are arranged in pairs on both sides of the first, second, and third shift sleeves. When any one of the first, second, and third shift sleeves engages with one of the adjacent pairs of reduction gear sets through tooth grooves, the drive shaft can transmit power to the driven shaft through that pair of reduction gear sets.

[0009] The six-speed transmission mechanism also includes an auxiliary gear-shifting assembly, which includes an auxiliary motor and a gear-shifting shaft parallel to the drive shaft. The gear-shifting shaft is synchronously rotatably mounted on the motor shaft of the auxiliary motor, and the gear-shifting teeth of the gear-shifting shaft mesh with the transmission input gear. When the first shift sleeve, the second shift sleeve, and the third shift sleeve are all disengaged from the six pairs of reduction gear sets, the auxiliary motor can drive the first shift sleeve, the second shift sleeve, and the third shift sleeve to rotate relative to the adjacent reduction gear sets.

[0010] The power switching output mechanism includes a forward gear high / low speed switching assembly and a reverse gear switching assembly. The forward gear high / low speed switching assembly includes an output shaft coaxially arranged with the drive shaft, a coupling hub synchronously rotatably mounted on the output shaft, a coupling sleeve synchronously rotatably mounted on the coupling hub, and a reduction gear assembly driven by a transmission output gear. The reverse gear switching assembly includes a reversing gear synchronously rotatably mounted on the output shaft and a reverse gear shaft parallel to the drive shaft. A reverse gear intermediate gear driven by the reduction gear assembly is rotatably mounted on the reverse gear shaft. The coupling sleeve can slide along the output shaft to engage or disengage with the reverse intermediate gear. It can slide along the coupling hub axially and has a high-speed forward position, a neutral position, and a low-speed forward position. When the reversing gear engages with the reverse intermediate gear, the coupling sleeve is in the neutral position, and the power output by the reduction gear is transmitted to the reversing gear via the reverse intermediate gear. When the reversing gear disengages from the reverse intermediate gear, if the coupling sleeve is in the high-speed forward position, the transmission output gear rotates synchronously with the output shaft. If the coupling sleeve is in the low-speed forward position, the power output by the transmission output gear is decelerated by the reduction gear and then transmitted to the output shaft.

[0011] The above-mentioned multi-gear transmission, which enables smooth gear engagement, allows the six-speed transmission mechanism to engage the corresponding gears as needed by driving the first, second, and third shift sleeves relative to the adjacent reduction gear sets through the auxiliary gear engagement component. This solves the problem of not being able to engage gears when the engine is not running, ensuring that the six-speed transmission mechanism can engage gears smoothly in all states. Furthermore, with the cooperation of the forward high / low speed switching component and the reverse gear switching component, it can achieve 12 forward gears and 6 reverse gears, meeting application requirements. At the same time, the multi-gear transmission has fewer parts and a simple and compact structure, which greatly reduces manufacturing costs and size, and has good versatility.

[0012] In some embodiments, the reduction gear assembly includes a countershaft parallel to the drive shaft and a secondary driven gear rotatably mounted on the output shaft. The secondary driven gear is located on the side of the engagement hub away from the transmission output gear. The countershaft has a primary driven gear meshing with the transmission output gear, a secondary drive gear meshing with the secondary driven gear, and a reverse drive gear meshing with the reverse intermediate gear. The engagement sleeve may be separated from both the transmission output gear and the secondary driven gear simultaneously, or the engagement hub may rotate synchronously with either the transmission output gear or the secondary driven gear.

[0013] In some embodiments, the coupling hub is engaged with the coupling sleeve spline, the transmission output gear is formed with a high-speed gear coupling key that can engage with the coupling sleeve spline, and the secondary driven gear is formed with a low-speed gear coupling key that can engage with the coupling sleeve spline.

[0014] In some embodiments, the output gear has a recessed center position near the output shaft to form an output shaft connecting groove adapted to the output shaft, and the output shaft is rotatably coaxially mounted in the output shaft connecting groove by means of a needle roller bearing.

[0015] In some embodiments, the six pairs of reduction gear sets include a first gear drive gear formed on the drive shaft, a third gear drive gear and a fourth gear drive gear formed on a first shift sleeve, a second gear drive gear synchronously mounted on the drive shaft, a fifth gear drive gear and a sixth gear drive gear rotatably mounted on the drive shaft, a fifth gear driven gear formed on a second shift sleeve, a sixth gear driven gear formed on a third shift sleeve, and a first gear driven gear, a third gear driven gear, a second gear driven gear, and a fourth gear driven gear rotatably mounted on a driven shaft. The first gear drive gear and the first gear drive gear... The driven gears mesh, the second-gear drive gear meshes with the second-gear driven gear, the third-gear drive gear meshes with the third-gear driven gear, the fourth-gear drive gear meshes with the fourth-gear driven gear, the fifth-gear drive gear meshes with the fifth-gear driven gear, and the sixth-gear drive gear meshes with the sixth-gear driven gear. The diameters of the first-gear drive gear, second-gear drive gear, third-gear drive gear, fourth-gear drive gear, fifth-gear drive gear, and sixth-gear drive gear increase sequentially, and the diameters of the first-gear drive gear, second-gear drive gear, third-gear drive gear, fourth-gear drive gear, fifth-gear driven gear, and sixth-gear driven gear decrease sequentially.

[0016] In some embodiments, the first shift sleeve is connected to a first shift fork for sliding along the drive shaft axially, the first shift fork being located between the third and fourth drive gears; the second shift sleeve is connected to a second shift fork for sliding along the driven shaft axially, the second shift fork being located on the side of the fifth driven gear away from the first driven gear; the third shift sleeve is connected to a third shift fork for sliding along the driven shaft axially, the third shift fork being located on the side of the sixth driven gear away from the second driven gear; the coupling sleeve is connected to a fourth shift fork for sliding along the coupling hub axially; and the reversing gear is connected to a fifth shift fork for sliding along the output shaft axially.

[0017] In some embodiments, engaging teeth are protruding on both end faces of the first, second, and third shift sleeves. Engaging grooves that match the corresponding engaging teeth are recessed on the end faces of the fifth and sixth gears near the first shift sleeve, the end faces of the first and third gears near the second shift sleeve, and the end faces of the second and fourth gears near the third shift sleeve.

[0018] In some embodiments, the six-speed transmission mechanism further includes a power input assembly comprising an input shaft parallel to the drive shaft, on which reduction drive teeth are formed to mesh with the transmission input gear. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the present invention in forward gear;

[0020] Figure 2 This is a schematic diagram of the present invention in reverse gear;

[0021] Figure 3 This is a schematic diagram showing the engagement relationship between the reverse gear drive gear, the reverse gear intermediate gear, and the reversing gear when the present invention is in reverse gear. Detailed Implementation

[0022] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0023] like Figure 1 and Figure 2 As shown, a multi-gear transmission capable of smooth gear shifting mainly includes a six-speed transmission mechanism and a power switching output mechanism.

[0024] The six-speed transmission mechanism mainly includes a drive shaft 1 and a driven shaft 2 that are parallel to each other. A speed input gear 16 is synchronously mounted on the drive shaft 1, that is, the speed input gear 16 drives the drive shaft 1 to rotate synchronously. A speed output gear 17 is synchronously mounted on the driven shaft 2, that is, the speed output gear 17 drives the driven shaft 2 to rotate synchronously.

[0025] The drive shaft 1 and the driven shaft 2 are provided with six pairs of reduction gear sets. The drive shaft 1 is synchronously rotatably fitted with a first shift sleeve 3 that can slide along its axial direction. The driven shaft 2 is synchronously rotatably fitted with a second shift sleeve 8 and a third shift sleeve 9 that can slide along its axial direction. The six pairs of reduction gear sets are arranged in pairs on both sides of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9, that is: each side of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 is provided with a pair of reduction gear sets.

[0026] Therefore, when any one of the first shift sleeve 3, the second shift sleeve 8, and the third shift sleeve 9 engages with one of the adjacent pairs of reduction gears through tooth grooves, the gear shift is successful, and the drive shaft 1 can transmit power to the driven shaft 2 through the pair of reduction gears.

[0027] Most importantly, the six-speed transmission mechanism also includes an auxiliary gear-shifting assembly, which includes an auxiliary motor 19 and a gear-shifting shaft 18 parallel to the drive shaft 1. The gear-shifting shaft 18 is synchronously mounted on the motor shaft of the auxiliary motor 19, and the gear-shifting teeth 18a of the gear-shifting shaft 18 mesh with the transmission input gear 16. When the first shift sleeve 3, the second shift sleeve 8, and the third shift sleeve 9 are all separated from the six pairs of reduction gears, the auxiliary motor 19 can drive the first shift sleeve 3, the second shift sleeve 8, and the third shift sleeve 9 to rotate relative to the adjacent reduction gears, thereby enabling the corresponding gear to be engaged as needed. This solves the problem of not being able to shift gears when the transmission is not running, ensuring that the six-speed transmission mechanism can smoothly shift gears in all states.

[0028] The six pairs of reduction gear sets include a first gear drive gear 1a formed on the drive shaft 1, a third gear drive gear 3a and a fourth gear drive gear 3b formed on the first shift sleeve 3, a second gear drive gear 4 synchronously mounted on the drive shaft 1, a fifth gear drive gear 5 and a sixth gear drive gear 6 rotatably mounted on the drive shaft 1, a fifth gear driven gear 8a formed on the second shift sleeve 8, a sixth gear driven gear 9a formed on the third shift sleeve 9, and a first gear driven gear 10, a third gear driven gear 11, a second gear driven gear 12 and a fourth gear driven gear 13 rotatably mounted on the driven shaft 2. The first gear drive gear 1a and the first gear driven gear 10. The second gear drive gear 4 meshes with the second gear driven gear 12, the third gear drive gear 3a meshes with the third gear driven gear 11, the fourth gear drive gear 3b meshes with the fourth gear driven gear 13, the fifth gear drive gear 5 meshes with the fifth gear driven gear 8a, and the sixth gear drive gear 6 meshes with the sixth gear driven gear 9a. The diameters of the first gear drive gear 1a, the second gear drive gear 4, the third gear drive gear 3a, the fourth gear drive gear 3b, the fifth gear drive gear 5, and the sixth gear drive gear 6 increase sequentially, while the diameters of the first gear driven gear 10, the second gear driven gear 12, the third gear driven gear 11, the fourth gear driven gear 13, the fifth gear driven gear 8a, and the sixth gear driven gear 9a decrease sequentially.

[0029] Therefore, the first gear drive gear 1a and the first gear driven gear 10 form a first gear reduction gear set. When the second shift sleeve 8 is engaged with the first gear driven gear 10, the first shift sleeve 3 and the third shift sleeve 9 are in the middle position. The drive shaft 1 drives the first gear driven gear 10 to rotate through the first gear drive gear 1a. The first gear driven gear 10 drives the driven shaft 2 to rotate synchronously with it through the second shift sleeve 8.

[0030] The second-gear drive gear 4 and the second-gear driven gear 12 form a second-gear reduction gear set. When the third shift sleeve 9 is engaged with the second-gear driven gear 12, the first shift sleeve 3 and the second shift sleeve 8 are in the neutral position. The drive shaft 1 drives the second-gear driven gear 12 to rotate through the second-gear drive gear 4. The second-gear driven gear 12 drives the driven shaft 2 to rotate synchronously with it through the third shift sleeve 9.

[0031] The third-speed drive gear 3a and the third-speed driven gear 11 form a three-speed reduction gear set. When the second shift sleeve 8 is engaged with the third-speed driven gear 11, the first shift sleeve 3 and the third shift sleeve 9 are in the middle position. The drive shaft 1 drives the first shift sleeve 3 to rotate synchronously. The third-speed drive gear 3a drives the third-speed driven gear 11 to rotate. The third-speed driven gear 11 drives the driven shaft 2 to rotate synchronously with it through the second shift sleeve 8.

[0032] The fourth gear drive gear 3b and the fourth gear driven gear 13 form a four-speed reduction gear set. When the third shift sleeve 9 is engaged with the fourth gear driven gear 13, the first shift sleeve 3 and the second shift sleeve 8 are in the middle position. The drive shaft 1 drives the first shift sleeve 3 to rotate synchronously. The fourth gear drive gear 3b drives the fourth gear driven gear 13 to rotate. The fourth gear driven gear 13 drives the driven shaft 2 to rotate synchronously with it through the third shift sleeve 9.

[0033] The fifth-speed drive gear 5 and the fifth-speed driven gear 8a form a fifth-speed reduction gear set. When the first shift sleeve 3 is engaged with the fifth-speed drive gear 5, the second shift sleeve 8 and the third shift sleeve 9 are in the neutral position. The drive shaft 1 drives the fifth-speed drive gear 5 to rotate synchronously through the first shift sleeve 3. The fifth-speed drive gear 5 drives the fifth-speed driven gear 8a to rotate. The second shift sleeve 8 drives the driven shaft 2 to rotate synchronously with it.

[0034] The sixth-speed drive gear 6 and the sixth-speed driven gear 9a form a six-speed reduction gear set. When the first shift sleeve 3 is engaged with the sixth-speed drive gear 6, the second shift sleeve 8 and the third shift sleeve 9 are in the neutral position. The drive shaft 1 drives the sixth-speed drive gear 6 to rotate synchronously through the first shift sleeve 3. The sixth-speed drive gear 6 drives the sixth-speed driven gear 9a to rotate. The third shift sleeve 9 drives the driven shaft 2 to rotate synchronously with it.

[0035] The above power transmission path is simple and reliable, with a small number of gears, meeting the requirements of low cost. At the same time, it makes the six-speed transmission mechanism compact, easy to assemble, and versatile.

[0036] In this embodiment, a first shift fork 7 is connected to the first shift sleeve 3 to drive it to slide axially along the drive shaft 1. The first shift fork 7 is located between the third gear drive tooth 3a and the fourth gear drive tooth 3b, and its installation position is reasonable, ensuring the structural strength of the first shift sleeve 3. Similarly, a second shift fork 14 is connected to the second shift sleeve 8 to drive it to slide axially along the driven shaft 2. The second shift fork 14 is located on the side of the fifth gear driven tooth 8a away from the first gear driven gear 10, and its installation position is reasonable, ensuring the structural strength of the second shift sleeve 8. Similarly, a third shift fork 15 is connected to the third shift sleeve 9 to drive it to slide axially along the driven shaft 2. The third shift fork 15 is located on the side of the sixth gear driven tooth 9a away from the second gear driven gear 12, and its installation position is reasonable, ensuring the structural strength of the third shift sleeve 9.

[0037] In this embodiment, engagement teeth are protruding on both end faces of the first shift sleeve 3, the second shift sleeve 8, and the third shift sleeve 9. Engagement grooves that match the corresponding engagement teeth are recessed on the end faces of the fifth-speed drive gear 5 and the sixth-speed drive gear 6 near the first shift sleeve 3, the end faces of the first-speed driven gear 10 and the third-speed driven gear 11 near the second shift sleeve 8, and the end faces of the second-speed driven gear 12 and the fourth-speed driven gear 13 near the third shift sleeve 9. Thus, the engagement teeth are all formed on the shift sleeves, while the engagement grooves are all formed on the gears, ensuring the structural strength of the gears and making them less prone to deformation or damage when subjected to impact loads.

[0038] In this embodiment, the six-speed transmission mechanism also includes a power input component, which includes an input shaft 20 parallel to the drive shaft 1. The input shaft 20 has a reduction drive tooth 20a formed on it that meshes with the transmission input gear 16. The outer diameter of the reduction drive tooth 20a is smaller than the outer diameter of the transmission input gear 16, thereby realizing the first-stage reduction transmission, which is simple and reliable.

[0039] It should be noted that when the six-speed transmission mechanism of this embodiment is applied to certain machines or devices, the gear shift in the non-starting state can be any gear from the first to the sixth gear, which has good versatility.

[0040] Please see Figures 1-3 The power switching output mechanism includes a forward gear high / low speed switching component and a reverse gear switching component.

[0041] The forward gear high / low speed switching assembly includes an output shaft 21 coaxially arranged with the drive shaft 1, a coupling hub 25 synchronously rotatably mounted on the output shaft 21, a coupling sleeve 26 synchronously rotatably mounted on the coupling hub 25, and a reduction transmission group driven by the transmission output gear 17. The reverse gear switching assembly includes a reversing gear 24 synchronously rotatably mounted on the output shaft 21 and a reverse gear shaft 23 parallel to the drive shaft 1. A reverse intermediate gear 29 driven by the reduction transmission group is rotatably mounted on the reverse gear shaft 23. The reversing gear 24 can slide along the output shaft 21 to engage or disengage with the reverse intermediate gear 29. At the same time, the coupling sleeve 26 can slide axially along the coupling hub 25 and has a high-speed forward position, a medium position, and a low-speed forward position.

[0042] Therefore, when the reversing gear 24 meshes with the reverse intermediate gear 29, the engagement sleeve 26 is in the neutral position. The power output from the reduction gear set is transmitted to the reversing gear 24 via the reverse intermediate gear 29, and the gear is in reverse. The power transmitted from the six-speed transmission mechanism is first reduced in speed by the reduction gear set, then reversed by the reverse intermediate gear 29 and transmitted to the reversing gear 24. The reversing gear 24 drives the output shaft 21 to rotate synchronously with it, so the reverse gear state has six gears.

[0043] When the reversing gear 24 is disengaged from the reverse intermediate gear 29, it is in the forward gear state. The forward gear state has a high-speed forward position and a low-speed forward position: if the engagement sleeve 26 is in the high-speed forward position, the transmission output gear 17 rotates synchronously with the output shaft 21; if the engagement sleeve 26 is in the low-speed forward position, the power output by the transmission output gear 17 is reduced in speed through the reduction gear set and then transmitted to the output shaft 21. Therefore, there are six gears in the high-speed forward position and six gears in the low-speed forward position, for a total of 12 forward gears.

[0044] The reduction gearbox includes a secondary shaft 22 parallel to the drive shaft 1 and a secondary driven gear 27 rotatably mounted on the output shaft 21. The secondary driven gear 27 is located on the side of the engagement hub 25 away from the transmission output gear 17. The secondary shaft 22 has a primary driven gear 28 meshing with the transmission output gear 17, a secondary drive gear 22a meshing with the secondary driven gear 27, and a reverse drive gear 22b meshing with the reverse intermediate gear 29. The engagement sleeve 26 can either separate from the transmission output gear 17 and the secondary driven gear 27 simultaneously, or cause the engagement hub 25 to rotate synchronously with one of the transmission output gear 17 and the secondary driven gear 27.

[0045] When the engagement sleeve 26 is in the high-speed forward position, the engagement sleeve 26 engages with the transmission output gear 17, while the reversing gear 24 disengages from the reverse intermediate gear 29, thereby causing the transmission output gear 17 to drive the output shaft 21 to rotate synchronously through the engagement sleeve 26.

[0046] When the engagement sleeve 26 is in the low-speed forward position, the engagement sleeve 26 engages with the secondary driven gear 27, while the reversing gear 24 disengages from the reverse intermediate gear 29. This causes the transmission output gear 17 to drive the primary driven gear 28 to rotate, the primary driven gear 28 to drive the countershaft 22 to rotate synchronously, the secondary driving gear 22a to drive the secondary driven gear 27 to rotate, and the secondary driven gear 27 to drive the output shaft 21 to rotate synchronously through the engagement sleeve 26.

[0047] When the engagement sleeve 26 is in the neutral position, the reversing gear 24 meshes with the reverse intermediate gear 29, thereby causing the transmission output gear 17 to drive the first-stage driven gear 28 to rotate. The first-stage driven gear 28 drives the countershaft 22 to rotate synchronously. The reverse drive gear 22b drives the reverse intermediate gear 29 to rotate. The reverse intermediate gear 29 drives the output shaft 21 to rotate synchronously through the reversing gear 24.

[0048] The reversing gear 24 engages with the output shaft 21 via a spline, which is simple and reliable. Similarly, the coupling hub 25 engages with the coupling sleeve 26 via a spline. Meanwhile, the transmission output gear 17 has a high-speed engagement key 17a formed on it that can engage with the spline of the coupling sleeve 26, and the secondary driven gear 27 has a low-speed engagement key 27a formed on it that can engage with the spline of the coupling sleeve 26. Therefore, when the spline of the coupling sleeve 26 is connected to the high-speed engagement key 17a, the coupling sleeve 26 engages with the transmission output gear 17; when the spline of the coupling sleeve 26 is connected to the low-speed engagement key 27a, the coupling sleeve 26 engages with the secondary driven gear 27.

[0049] Furthermore, in order to ensure that the spline of the coupling sleeve 26 can be reliably connected to the high-speed gear coupling key 17a and the low-speed gear coupling key 27a, the width of all three gradually decreases from the root to the end, thereby greatly reducing the risk of gear jamming.

[0050] The output gear 17 has a recessed center position near the output shaft 21, forming an output shaft connecting groove that matches the output shaft 21. The output shaft 21 is rotatably and coaxially mounted in the output shaft connecting groove via a needle roller bearing 30, which ensures both a reliable connection between the output gear 17 and the output shaft 21 and their coaxiality.

[0051] Similar to the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9, the connecting sleeve 26 is connected to a fourth shift fork 31 for driving it to slide along the axial direction of the connecting hub 25, and the reversing gear 24 is connected to a fifth shift fork 32 for driving it to slide along the axial direction of the output shaft 21, which is simple and reliable.

[0052] It should be noted that whenever the driver presses the clutch pedal, the auxiliary motor 19 starts and stops after any one of the first shift sleeve 3, the second shift sleeve 8 and the third shift sleeve 9 completes the shift. That is, when the driver presses the clutch pedal, the auxiliary shifting component starts and continues until the six-speed transmission mechanism completes the shift.

[0053] Finally, it should be noted that the above description is merely a preferred embodiment of the present utility model. Those skilled in the art, under the guidance of the present utility model, can make various similar representations without departing from the spirit and claims of the present utility model, and such modifications all fall within the protection scope of the present utility model.

Claims

1. A multi-speed transmission capable of smoothly shifting gears, comprising a six-speed transmission mechanism and a power switching output mechanism, the six-speed transmission mechanism comprising a driving shaft and a driven shaft parallel to each other, the driving shaft being synchronously and rotatably fitted with a speed change input gear, the driven shaft being synchronously and rotatably fitted with a speed change output gear, the driving shaft and the driven shaft being synchronously and rotatably fitted with six pairs of reduction gear groups, the driving shaft and the driven shaft being synchronously and rotatably fitted with a first shift sleeve capable of sliding along its axial direction, the driven shaft being synchronously and rotatably fitted with a second shift sleeve and a third shift sleeve capable of sliding along its axial direction, the six pairs of reduction gear groups being respectively arranged on both sides of the first shift sleeve, the second shift sleeve and the third shift sleeve in groups of two; when any one of the first shift sleeve, the second shift sleeve and the third shift sleeve is combined with one of the adjacent pairs of reduction gear groups through tooth groove matching, the driving shaft can transmit power to the driven shaft through the pair of reduction gear groups; Features: The six-speed transmission mechanism further comprises an auxiliary shift assembly, which comprises an auxiliary motor and a shift gear shaft parallel to the driving shaft, wherein the shift gear shaft is synchronously rotated and sleeved on the motor shaft of the auxiliary motor, and the shift gear of the shift gear shaft is meshed with the speed input gear; when the first shift sleeve, the second shift sleeve and the third shift sleeve are separated from the six pairs of reduction gear groups, the auxiliary motor can drive the first shift sleeve, the second shift sleeve and the third shift sleeve to rotate relative to the adjacent reduction gear groups; The power switching output mechanism includes a forward gear high-low speed switching assembly and a reverse gear switching assembly. The forward gear high-low speed switching assembly includes an output shaft coaxially arranged with the driving shaft, a coupling hub synchronously rotatingly sleeved on the output shaft, a coupling sleeve synchronously rotatingly sleeved on the coupling hub, and a reduction transmission group of a reduction transmission driven by the speed change output gear. The reverse gear switching assembly includes a reversing gear synchronously rotatingly sleeved on the output shaft and a reverse gear shaft parallel to the driving shaft, on which a reverse gear intermediate gear driven by the reduction transmission group is relatively rotatably sleeved. The reversing gear It can slide along the output shaft to engage or disengage with the reverse gear intermediate gear. The coupling sleeve can slide along the axial direction of the coupling hub and has a high-speed forward position, a middle position and a low-speed forward position. When the reversing gear is engaged with the reverse gear intermediate gear, the coupling sleeve is in the middle position, and the power output by the reduction transmission group is transmitted to the reversing gear through the reverse gear intermediate gear. When the reversing gear is separated from the reverse gear intermediate gear, if the coupling sleeve is in the high-speed forward position, the speed change output gear rotates synchronously with the output shaft. If the coupling sleeve is in the low-speed forward position, the power output by the speed change output gear is transmitted to the output shaft after being reduced by the reduction transmission group.

2. The multi-speed transmission capable of smoothly shifting gears according to claim 1, characterized in that: The reduction transmission group includes a countershaft parallel to the driving shaft and a secondary driven gear mounted on the output shaft that can rotate relatively, the secondary driven gear is located on the side of the coupling hub away from the speed change output gear, the countershaft has a primary driven gear meshing with the speed change output gear, a secondary driving tooth meshing with the secondary driven gear, and a reverse driving tooth meshing with the reverse gear intermediate gear, the coupling sleeve is either separated from the speed change output gear and the secondary driven gear at the same time, or the coupling hub is rotated synchronously with the speed change output gear and the secondary driven gear.

3. The multi-speed transmission capable of smoothly shifting gears according to claim 2, characterized in that: The coupling hub cooperates with the coupling sleeve spline, the speed change output gear is formed with a high-speed gear coupling key that can cooperate with the coupling sleeve spline, and the secondary driven gear is formed with a low-speed gear coupling key that can cooperate with the coupling sleeve spline.

4. The multi-speed transmission capable of smoothly shifting gears according to claim 1, characterized in that: The central position of the speed change output gear near the output shaft is recessed to form an output shaft connecting groove matched with the output shaft, and the output shaft is rotatably and coaxially installed in the output shaft connecting groove through a needle bearing.

5. The multi-speed transmission capable of smoothly shifting gears according to claim 1, characterized in that: The six pairs of reduction gear groups include a first gear driving gear formed on the driving shaft, a third gear driving gear and a fourth gear driving gear formed on the first shift sleeve, a second gear driving gear synchronously rotatably mounted on the driving shaft, a fifth gear driving gear and a sixth gear driving gear relatively rotatably mounted on the driving shaft, a fifth gear driven gear formed on the second shift sleeve, a sixth gear driven gear formed on the third shift sleeve, and a first gear driven gear, a third gear driven gear, a second gear driven gear and a fourth gear driven gear relatively rotatably mounted on the driven shaft, wherein the first gear driving gear meshes with the first gear driven gear. The second gear driving gear is meshed with the second gear driven gear, the third gear driving gear is meshed with the third gear driven gear, the fourth gear driving gear is meshed with the fourth gear driven gear, the fifth gear driving gear is meshed with the fifth gear driven gear, and the sixth gear driving gear is meshed with the sixth gear driven gear. The diameters of the first gear driving gear, the second gear driving gear, the third gear driving gear, the fourth gear driving gear, the fifth gear driving gear and the sixth gear driving gear are increased in sequence, and the diameters of the first gear driven gear, the second gear driven gear, the third gear driven gear, the fourth gear driven gear, the fifth gear driven gear and the sixth gear driven gear are decreased in sequence.

6. The multi-speed transmission capable of smoothly shifting gears according to claim 5, characterized in that: The first shift sleeve is connected to a first shift fork for driving it to slide axially along the driving shaft, and the first shift fork is located between the third gear driving teeth and the fourth gear driving teeth. The second shift sleeve is connected to a second shift fork for driving it to slide axially along the driven shaft, and the second shift fork is located on a side of the fifth gear driven teeth away from the first gear driven gear. The third shift sleeve is connected to a third shift fork for driving it to slide axially along the driven shaft, and the third shift fork is located on a side of the sixth gear driven teeth away from the second gear driven gear. The coupling sleeve is connected to a fourth shift fork for driving it to slide axially along the coupling hub, and the reversing gear is connected to a fifth shift fork for driving it to slide axially along the output shaft.

7. The multi-speed transmission capable of smoothly shifting gears according to claim 5, characterized in that: The first shift sleeve, the second shift sleeve and the third shift sleeve have end surfaces at both ends protruding with coupling teeth, and the end surfaces of the fifth-speed driving gear and the sixth-speed driving gear close to the first shift sleeve, the end surfaces of the first-speed driven gear and the third-speed driven gear close to the second shift sleeve, and the end surfaces of the second-speed driven gear and the fourth-speed driven gear close to the third shift sleeve are all concavely formed with coupling grooves matched with the corresponding coupling teeth.

8. The multi-speed transmission capable of smoothly shifting gears according to claim 1, characterized in that: The six-speed transmission mechanism further comprises a power input assembly, which comprises an input shaft parallel to the driving shaft, and a reduction driving tooth meshing with the speed change input gear is formed on the input shaft.

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