Multi-gear gearbox for non-road engineering vehicle

Abstract

The multi-gear gearbox for the non-road engineering vehicle comprises a gearbox body, an input shaft, a transmission shaft and an output shaft are sequentially arranged in the gearbox body, a forward gear clutch and a reverse gear clutch are arranged on the input shaft, and a reverse gear clutch is arranged on the reverse gear clutch. The forward gear clutch and the reverse gear clutch are both associated with a first-gear clutch and a second-gear clutch on the output shaft and a third-gear clutch and a fourth-gear clutch on the transmission shaft through meshing of a plurality of gears, and the gearbox achieves switching of different gears by controlling separation and connection of the clutches. The gear shifting mechanism has the advantages that stable multi-gear shifting can be achieved only through three supporting shafts and few gears, only two corresponding clutches need to be connected for shifting of each gear, the structure is simpler and more compact, only two pairs of gears need to be meshed at each gear, transmission chains are few, transmission efficiency is high, and the gear shifting mechanism is suitable for large-scale popularization and application. The overall occupied space of the gearbox is greatly reduced, and the material cost is saved.

Description

Technical Field

[0001] The utility model relates to a vehicle gearbox, in particular to a multi-speed gearbox for off-road engineering vehicles, and relates to the technical field of gearboxes in engineering machinery. Background Art

[0002] The gearbox, also known as the transmission, is one of the key components in the automobile transmission system. Its main function is to adjust the power output of the engine to adapt to different driving conditions. The gearbox changes the torque and speed of the vehicle by changing the meshing ratio of the gears, thereby improving the performance and fuel efficiency of the vehicle. There are many gearboxes in current engineering machinery, and the changes are large. With the increase in the number of gearboxes, more support shafts and gears are used to achieve multi-gear control, and the structure is more complex. Not only does it increase the volume, but it also increases the weight of the whole machine, and the cost increases accordingly. In addition, the complex transmission principle increases the transmission chain, and the transmission efficiency will be correspondingly lower if the transmission chain is longer. Utility Model Content

[0003] Purpose of the utility model: The purpose of the utility model is to provide a multi-speed gearbox for an engineering vehicle that can achieve multi-speed switching of the vehicle through a minimum of supporting shafts and gears.

[0004] Technical solution: The multi-speed gearbox for non-road engineering vehicles described in the utility model includes a gearbox body, in which an input shaft, a transmission shaft and an output shaft are sequentially arranged, a forward gear clutch and a reverse gear clutch are arranged on the input shaft, and the forward gear clutch and the reverse gear clutch are both associated with a first gear clutch and a second gear clutch on the output shaft and a third gear clutch and a fourth gear clutch on the transmission shaft through the engagement between multiple gears. The gearbox realizes the switching of different gears by controlling the separation and engagement of the clutch.

[0005] Preferably, the output shaft is also provided with a first input shaft gear engaged with the forward gear clutch and a second input shaft gear engaged with the reverse gear clutch.

[0006] Preferably, in order to transmit the power of the input shaft to the transmission shaft, the first input shaft gear is meshed with the third transmission shaft gear on the transmission shaft, and the second input shaft gear is meshed with the fourth transmission shaft gear on the transmission shaft through an idler gear.

[0007] Preferably, in order to smoothly switch the third gear or the fourth gear, the transmission shaft is also provided with a fifth transmission shaft gear engaged with the third gear clutch and a sixth transmission shaft gear engaged with the fourth gear clutch.

[0008] Preferably, in order to be able to smoothly switch between the first gear and the second gear, the third transmission shaft gear is meshed with the ninth output shaft gear on the output shaft, the fourth transmission shaft gear is meshed with the tenth output shaft gear on the output shaft, the ninth output shaft gear is engaged with the first gear clutch, and the tenth output shaft gear is engaged with the second gear clutch.

[0009] Preferably, the fifth transmission shaft gear is meshed with the seventh output shaft gear on the output shaft, and the sixth transmission shaft gear is meshed with the eighth output shaft gear on the output shaft.

[0010] Preferably, the first gear transmission ratio of the gearbox is 0.65, the second gear transmission ratio is 1.2, the third gear transmission ratio is 3.4, and the fourth gear transmission ratio is 4.5.

[0011] Beneficial effects: Compared with the prior art, the utility model has the following advantages: the utility model only needs three supporting shafts and fewer gears to achieve smooth switching of multiple gears, and the switching of each gear only requires the engagement of two corresponding clutches. The structure is simpler and more compact, each gear only requires the engagement of two pairs of gears, there are fewer transmission chains, the transmission efficiency is high, the overall space occupied by the gearbox is greatly reduced, and material costs are saved. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a structural schematic diagram of the utility model. DETAILED DESCRIPTION

[0013] The technical solution of the utility model is further described below in conjunction with the accompanying drawings.

[0014] As shown in the figure, the utility model includes three supporting shafts: an input shaft, a transmission shaft and an output shaft, 11 gears: a first input shaft gear 1, a second input shaft gear 2, a third transmission shaft gear 3, a fourth transmission shaft gear 4, a fifth transmission shaft gear 5, a sixth transmission shaft gear 6, a seventh output shaft gear 7, an eighth output shaft gear 8, a ninth output shaft gear 9, a tenth output shaft gear 10, an idler gear 11, and 6 clutches: a forward gear clutch 12, a reverse gear clutch 13, a first gear clutch 14, a second gear clutch 15, a third gear clutch 16, and a fourth gear clutch 17.

[0015] Among them, the first input shaft gear 1 is meshed with the third transmission shaft gear 3, the third transmission shaft gear 3 is meshed with the ninth output shaft gear 9, the fifth transmission shaft gear 5 is meshed with the seventh output shaft gear 7, the second input shaft gear 2 and the fourth transmission shaft gear 4 are meshed through the idler gear 11, the fourth transmission shaft gear 4 is meshed with the tenth output shaft gear 10, and the sixth transmission shaft gear 6 is meshed with the eighth output shaft gear 8.

[0016] Friction plates are provided on the first input shaft gear 1, the second input shaft gear 2, the fifth transmission shaft gear 5, the sixth transmission shaft gear 6, the ninth output shaft gear 9, and the tenth output shaft gear 10. During operation, the first input shaft gear 1 can be engaged with the forward gear clutch 12, the second input shaft gear 2 can be engaged with the reverse gear clutch 13, the fifth transmission shaft gear 5 can be engaged with the third gear clutch 16, the sixth transmission shaft gear 6 can be engaged with the fourth gear clutch 17, the ninth output shaft gear 9 can be engaged with the first gear clutch 14, and the tenth output shaft gear 10 can be engaged with the second gear clutch 15.

[0017] The utility model can realize the conversion of four forward gears and four backward gears, a total of eight gears. The power transmission principle and route are as follows:

[0018] First forward gear: close the forward gear clutch 12 and the first gear clutch 14, the torque input by the input shaft is transmitted to the first input shaft gear 1 through the forward gear clutch 12, and the first input shaft gear 1 transmits the power to the ninth output shaft gear 9 through the third transmission shaft gear 3. Since the first gear clutch 14 is closed, the power can be transmitted to the output shaft for output, thereby realizing the output of the first forward gear.

[0019] Second forward gear: The forward gear clutch 12 and the second gear clutch 15 are closed, and the torque input from the input shaft is transmitted to the first input shaft gear 1 through the forward gear clutch 12, and the first input shaft gear 1 transmits the power to the transmission shaft through the third transmission shaft gear 3. The fourth transmission shaft gear 4 on the transmission shaft transmits the power to the tenth output shaft gear 10. Since the second gear clutch 15 is closed, the tenth output shaft gear 10 can transmit the power to the output shaft for output, thereby realizing the output of the second forward gear.

[0020] Third forward gear: the forward gear clutch 12 and the third gear clutch 16 are closed, the torque input by the input shaft is transmitted to the first input shaft gear 1 through the forward gear clutch 12, the first input shaft gear 1 is meshed with the third transmission shaft gear 3, and the power is transmitted to the transmission shaft. Since the third gear clutch 16 is closed, the power can be further transmitted to the fifth transmission shaft gear 5, and the seventh output shaft gear 7 is meshed with the fifth transmission shaft gear 5 for output, thereby realizing the output of the third forward gear.

[0021] Fourth forward gear: the forward gear clutch 12 and the fourth gear clutch 17 are closed, the torque input from the input shaft is transmitted to the first input shaft gear 1 through the forward gear clutch 12, the first input shaft gear 1 is meshed with the third transmission shaft gear 3, and the power is transmitted to the transmission shaft. Since the fourth gear clutch 17 is closed, the power can be further transmitted to the sixth transmission shaft gear 6, and the eighth output shaft gear 8 is meshed with the sixth transmission shaft gear 6 for output, thereby realizing the output of the fourth forward gear.

[0022] Reverse one gear: close the reverse clutch 13 and the first gear clutch 14, the torque input by the input shaft is transmitted to the second input shaft gear 2 through the reverse clutch 13, the second input shaft gear 2 is transmitted to the fourth transmission shaft gear 4 through the idler gear 11, thereby transmitting the power to the transmission shaft, the third transmission shaft gear 3 on the transmission shaft transmits the power to the ninth output shaft gear 9, and since the first gear clutch 14 is closed, the ninth output shaft gear 9 can transmit the power to the output shaft output, thereby realizing the operation of reverse one gear.

[0023] Second reverse gear: close the reverse clutch 13 and the second gear clutch 15, the torque input by the input shaft is transmitted to the second input shaft gear 2 through the reverse clutch 13, the second input shaft gear 2 transmits the power to the tenth output shaft gear 10 through the idler gear 11 and the fourth transmission shaft gear 4, and since the second gear clutch 15 is closed, the power can be transmitted to the output shaft for output, thereby realizing the second reverse gear operation.

[0024] Reverse third gear: close the reverse clutch 13 and the third gear clutch 16, the torque input by the input shaft is transmitted to the second input shaft gear 2 through the reverse clutch 13, and the second input shaft gear 2 is transmitted to the fourth transmission shaft gear 4 through the idler gear 11, thereby transmitting the power to the transmission shaft, and since the third gear clutch 16 is closed, the power can be further transmitted to the fifth transmission shaft gear 5, and the seventh output shaft gear 7 is meshed with the fifth transmission shaft gear 5 for output, thereby realizing the reverse third gear operation.

[0025] Reverse fourth gear: Close the reverse clutch 13 and the fourth gear clutch 17, the torque input from the input shaft is transmitted to the second input shaft gear 2 through the reverse clutch 13, and the second input shaft gear 2 is transmitted to the fourth transmission shaft gear 4 through the idler gear 11, thereby transmitting the power to the transmission shaft. Since the fourth gear clutch 17 is closed, the power can be further transmitted to the sixth transmission shaft gear 6, and the eighth output shaft gear 8 is meshed with the sixth transmission shaft gear 6 for output, thereby realizing the reverse fourth gear operation.

[0026] The relationship between the clutch engagement state and each gear position of the utility model is shown in the following table:

[0027]

[0028] In some embodiments, the reference values ​​of the gears are set as: first gear transmission ratio: 0.65, second gear transmission ratio: 1.2, third gear transmission ratio: 3.4, fourth gear transmission ratio: 4.5.

Claims

1. A multi-speed gearbox for off-road engineering vehicles, comprising a gearbox body, characterized in that: The gearbox body is provided with an input shaft, a transmission shaft and an output shaft in sequence. A forward gear clutch (12) and a reverse gear clutch (13) are provided on the input shaft. The forward gear clutch (12) and the reverse gear clutch (13) are both associated with a first gear clutch (14) and a second gear clutch (15) on the output shaft and a third gear clutch (16) and a fourth gear clutch (17) on the transmission shaft through meshing between a plurality of gears. The gearbox realizes switching of different gears by controlling the separation and engagement of the clutches.

2. A multi-speed gearbox for off-road engineering vehicles according to claim 1, characterized in that: The output shaft is also provided with a first input shaft gear (1) engaged with a forward gear clutch (12) and a second input shaft gear (2) engaged with a reverse gear clutch (13).

3. A multi-speed gearbox for off-road engineering vehicles according to claim 2, characterized in that: The first input shaft gear (1) is meshed with a third transmission shaft gear (3) on the transmission shaft, and the second input shaft gear (2) is meshed with a fourth transmission shaft gear (4) on the transmission shaft via an idler gear (11).

4. A multi-speed gearbox for off-road engineering vehicles according to claim 3, characterized in that: The transmission shaft is also provided with a fifth transmission shaft gear (5) engaged with a third-gear clutch (16) and a sixth transmission shaft gear (6) engaged with a fourth-gear clutch (17).

5. The multi-speed gearbox for off-road engineering vehicles according to claim 3, characterized in that: The third transmission shaft gear (3) is meshed with a ninth output shaft gear (9) on the output shaft, the fourth transmission shaft gear (4) is meshed with a tenth output shaft gear (10) on the output shaft, the ninth output shaft gear (9) is engaged with a first gear clutch (14), and the tenth output shaft gear (10) is engaged with a second gear clutch (15).

6. The multi-speed gearbox for off-road engineering vehicles according to claim 4, characterized in that: The fifth transmission shaft gear (5) is meshed with the seventh output shaft gear (7) on the output shaft, and the sixth transmission shaft gear (6) is meshed with the eighth output shaft gear (8) on the output shaft.

7. The multi-speed gearbox for off-road engineering vehicles according to claim 1, characterized in that: The transmission ratio of the first gear of the gearbox is 0.65, the transmission ratio of the second gear is 1.2, the transmission ratio of the third gear is 3.4, and the transmission ratio of the fourth gear is 4.5.

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