Axle transformer transmission assembly of agricultural machine

Abstract

The utility model discloses an agricultural machine axle transformer transmission assembly, and relates to the technical field of agricultural machine parts. The gear shifting mechanism comprises a gearbox assembly and a gap bridge assembly connected with the gearbox assembly, a D / N / R gear shifting mechanism and a two / four-wheel drive switching mechanism are arranged in the gap bridge assembly, a first / second gear shifting mechanism, a third / fourth gear shifting mechanism and a high / low speed gear shifting mechanism are sequentially arranged in the gearbox assembly, and the gap bridge assembly is matched with the gearbox assembly to achieve D-gear eight-speed gear shifting and R-gear eight-speed gear shifting. And meanwhile, switching between two-wheel drive and four-wheel drive is achieved. The eight-speed gear shifting mechanism has the advantages that the first / second gear shifting mechanism, the third / fourth gear shifting mechanism and the high / low speed shifting mechanism are arranged, eight-speed gear shifting is achieved, operation speed selection of agricultural machinery is enriched, different operation requirements are met, and operation efficiency and flexibility are improved; and the two-wheel / four-wheel drive switching mechanism allows a driver to quickly switch the driving modes according to the operating environment and road condition requirements, so that the applicability of the agricultural machinery is improved, and the fuel economy is also optimized.

Description

Technical Field

[0001] This utility model relates to the field of agricultural machinery components technology, and in particular to agricultural machinery axle transmission assembly. Background Technology

[0002] In the field of modern agricultural machinery, with the continuous development of science and technology, the performance requirements for agricultural machinery are increasing day by day. In particular, the flexibility and efficiency of the transmission system have become key indicators. Traditional agricultural machinery transmission systems are often complex in structure, inconvenient in shifting gears, and difficult to achieve multi-gear switching and flexible conversion between two-wheel drive and four-wheel drive modes. This, to some extent, limits the scope of application and working efficiency of agricultural machinery.

[0003] Traditional agricultural machinery transmission assemblies mostly use a single transmission mechanism and drive mode, which cannot meet the needs of modern agriculture for multiple gears and multiple drive modes. For example, traditional gearboxes usually only have limited gear switching functions and cannot achieve fine speed adjustment such as 8-speed gears, thus limiting the adaptability and flexibility of agricultural machinery in different working environments. At the same time, traditional transmission systems often only provide a single mode of two-wheel drive or four-wheel drive, and cannot be quickly switched according to the needs of operation. This not only affects the passability and traction of agricultural machinery, but also increases the difficulty and cost of operation.

[0004] In addition, traditional gear shifting mechanisms often suffer from problems such as uneven shifting and large shifting shocks. This not only affects the driver's operating experience but also has an adverse impact on the lifespan of the transmission system. Therefore, it is particularly important to develop an agricultural machinery axle transmission assembly that is simple in structure, smooth in shifting, and can achieve multi-gear switching and flexible conversion between two-wheel drive and four-wheel drive modes.

[0005] Based on this, the applicant proposed an agricultural machinery axle transmission assembly to solve the above technical problems. Utility Model Content

[0006] This utility model addresses the shortcomings of existing technologies by providing an agricultural machinery bridge-type transmission assembly to solve the aforementioned technical problems.

[0007] This utility model is solved by the following technical solution:

[0008] The agricultural machinery axle transmission assembly includes a gearbox assembly and an axle assembly connected thereto. The axle assembly is equipped with a D / N / R shifting mechanism and a two / four-wheel drive switching mechanism. The gearbox assembly is equipped with a first / second gear shifting mechanism, a third / fourth gear shifting mechanism, and a high / low speed shifting mechanism in sequence. The axle assembly and the gearbox assembly cooperate to realize the switching of 8-speed D gear and 8-speed R gear, and at the same time realize the switching of two-wheel drive and four-wheel drive.

[0009] Preferably, the D / N / R shifting mechanism includes a clutch shaft, one end of which is connected to a power mechanism, and the other end is inserted into an output shaft. The clutch shaft and the output shaft are connected by a bearing. The clutch shaft is provided with a drive gear, which meshes with a transmission gear. The mechanism also includes a power input shaft parallel to the clutch shaft. A double gear is rotatably mounted on the power input shaft via a bearing. The teeth A of the double gear meshes with the transmission gear. An external spline A is provided on the output shaft near the clutch shaft. A shuttle-shaped retaining sleeve is slidably mounted on the external spline A. An internal spline A that matches the external spline A is provided on the inner side of the shuttle-shaped retaining sleeve. An output gear is fixedly mounted on the side of the shuttle-shaped retaining sleeve away from the clutch shaft. The output gear meshes with the teeth B of the double gear. An external spline B on the clutch shaft matches the external spline A.

[0010] Preferably, when switching to D gear, the shuttle-shaped stop engagement sleeve moves to engage with the inner spline A and simultaneously with the outer spline A and the outer spline B, locking the output shaft and the clutch shaft and causing them to rotate in the same direction. When switching to R gear, the shuttle-shaped stop engagement sleeve moves to engage with the output gear and the toothed portion B, while the inner spline A disengages from the outer spline B, and the output shaft unlocks from the clutch shaft and rotates in the opposite direction. When switching to N gear, the shuttle-shaped stop engagement sleeve moves to disengage from the inner spline A and the outer spline B, unlocking the output shaft from the clutch shaft, while the output gear disengages from the toothed portion B, so that the output shaft does not rotate with the rotation of the clutch shaft.

[0011] Preferably, the D / N / R shifting mechanism includes a clutch shaft, one end of which is connected to the power mechanism, and the other end is inserted into the output shaft. The clutch shaft and the output shaft are connected by a bearing. The clutch shaft is provided with a drive gear, which meshes with a transmission gear. The mechanism also includes a power input shaft parallel to the clutch shaft. A double gear is rotatably mounted on the power input shaft via a bearing. The teeth A of the double gear mesh with the transmission gear. The output shaft is rotatably connected via a bushing A. The device includes an output gear that meshes with the teeth B of the double gear. An internal spline B is also provided on the inner side of the output gear. An external spline A is provided on one end of the output shaft near the clutch shaft. A shuttle-shaped retaining sleeve is slidably mounted on the external spline A. An internal spline A, adapted to the external spline A, is provided on the inner side of the shuttle-shaped retaining sleeve. An external spline C, adapted to the internal spline B, is fixedly mounted on the side of the shuttle-shaped retaining sleeve away from the clutch shaft. An external spline B, adapted to the external spline A, is provided on the clutch shaft.

[0012] Preferably, when switched to D gear, the shuttle-shaped gear engagement sleeve moves to the inner spline A and engages with both the outer spline A and the outer spline B, locking the output shaft and the clutch shaft and causing them to rotate in the same direction. When switched to R gear, the shuttle-shaped gear engagement sleeve moves to the outer spline C and engages with the inner spline B, locking the output gear and the output shaft. Simultaneously, the inner spline A disengages from the outer spline B, and the output shaft unlocks from the clutch shaft and rotates in the opposite direction. When switched to N gear, the shuttle-shaped gear engagement sleeve moves to the inner spline A and disengages from the outer spline B, unlocking the output shaft and the clutch shaft. Simultaneously, the outer spline C disengages from the inner spline B, unlocking the output gear and the output shaft. This prevents the output shaft from rotating with the clutch shaft.

[0013] Preferably, the first / second gear shifting mechanism includes a shaft, one end of which is detachably and fixedly connected to the output shaft. A first-gear drive gear is fixedly mounted on the first shaft, and an external spline D is provided at the other end of the first shaft. A second-gear drive gear is mounted on the external spline D. A spacer A is abutting between the first-gear drive gear and the second-gear drive gear. The mechanism also includes a second shaft, on which an intermediate shaft is rotatably mounted. A bushing B is connected to the intermediate shaft via an external spline E. A first-gear driven gear is rotatably mounted on the bushing B and meshes with the first-gear drive gear. The intermediate shaft is connected via... The external spline E is also connected to a bushing C. A second driven gear is rotatably mounted on the bushing C and meshes with the second driving gear. A second gear seat is also provided between the first driven gear and the second driven gear. The first and second gear seats are connected to the intermediate shaft through the external spline E. A second gear shift sleeve is connected to the outer side of the first and second gear seats through the external spline F. External splines G and H are respectively provided on the side of the first and second driven gears near the first and second gear shift sleeves. The first and second gear shift sleeves are engaged with the external spline G or the external spline H.

[0014] Preferably, when switching to first gear, the first-second gear shift sleeve slides to engage with the external spline G, and the first-gear driven gear locks with the first-second gear seat, thereby locking with the intermediate shaft and rotating in the same direction. When switching to second gear, the first-second gear shift sleeve slides to engage with the external spline H, and the second-gear driven gear locks with the first-second gear seat, thereby locking with the intermediate shaft and rotating in the same direction.

[0015] Preferably, the output shaft end is provided with an external spline S, and the first shaft end is provided with a connecting sleeve through an external spline T. The connecting sleeve is provided with an internal spline C that is adapted to the external spline S. After the external spline S and the internal spline C are engaged and connected, the output shaft and the first shaft are locked and rotate in the same direction.

[0016] Preferably, the third / fourth gear shifting mechanism includes a bushing D that meshes with the external spline D. A third-speed drive gear is rotatably mounted on the bushing D. A fourth-speed drive gear is also rotatably mounted on the end of the shaft via a bearing. A third / fourth-speed gear seat is provided between the third-speed and fourth-speed drive gears. The third / fourth-speed gear seat is connected to the shaft via the external spline D. A third / fourth-speed shifting sleeve is connected to the outer surface of the third / fourth-speed gear seat via an external spline I. The third-speed drive gear and the... The fourth-speed drive gear is provided with external splines J and K on the side near the third- and fourth-speed shift sleeves, respectively. The third- and fourth-speed shift sleeves are connected to the external splines J or K. The gear also includes a third-speed driven gear and a fourth-speed driven gear, both of which are connected to the external spline E. The third-speed driven gear is connected to the third-speed drive gear, and the fourth-speed driven gear is connected to the fourth-speed drive gear. A spacer B is provided between the third-speed driven gear and the fourth-speed driven gear.

[0017] Preferably, when switching to third gear, the third-to-fourth gear shift sleeve moves to engage with the external spline J, the third-gear drive gear locks with the third-to-fourth gear seat, thereby locking with a shaft and rotating in the same direction, and the third-gear driven gear rotates synchronously, driving the intermediate shaft to rotate. When switching to fourth gear, the third-to-fourth gear shift sleeve moves to engage with the external spline K, the fourth-gear drive gear locks with the third-to-fourth gear seat, thereby locking with a shaft and rotating in the same direction, and the fourth-gear driven gear rotates synchronously, driving the intermediate shaft to rotate.

[0018] Preferably, the high / low speed shifting mechanism includes a high / low speed double gear coaxially arranged with the first shaft. One end of the high / low speed double gear is connected to the fourth-speed drive gear via an external spline L, and the other end is fixedly provided with a low-speed drive gear. It also includes a bushing E arranged on the second shaft via an external spline M. A low-speed driven gear is rotatably arranged on the bushing E and meshes with the low-speed drive gear. A high / low speed gear seat is also connected to the second shaft via the external spline M. A high / low speed shifting sleeve is provided on the outer side of the high / low speed gear seat via an external spline N. An external spline O is provided on the side of the low-speed driven gear near the high / low speed shifting sleeve. An external spline P is also provided on the intermediate shaft near the end of the high / low speed shifting sleeve. The high / low speed shifting sleeve is engaged with the external spline O or the external spline P.

[0019] Preferably, when switching to a high-speed gear, the high-low gear shift sleeve moves to engage with the external spline O, the intermediate shaft locks with the high-low gear seat and rotates in the same direction, simultaneously driving the second shaft to rotate synchronously. When switching to a low-speed gear, the high-low gear shift sleeve moves to engage with the external spline P, the low-speed driven gear locks with the high-low gear seat and rotates in the same direction, simultaneously driving the second shaft to rotate synchronously.

[0020] Preferably, the two / four drive switching mechanism includes a gear coupling connected to the power input shaft via an external spline Q. A coupling gear is provided at one end of the gear coupling near the second shaft. An internal connecting gear is provided on the second shaft via an external spline R. The coupling gear and the internal connecting gear are engaged and connected.

[0021] Preferably, when switching to two-wheel drive, the gear coupling moves until the coupling gear separates from the connecting inner gear, and the second shaft separates from the power input shaft. When switching to four-wheel drive, the gear coupling moves until the coupling gear meshes with the connecting inner gear, and the second shaft locks with the power input shaft and rotates in the same direction.

[0022] The beneficial effects of this utility model are as follows:

[0023] 1. Multi-gear switching and efficient transmission: Through the first / second gear shifting mechanism, the third / fourth gear shifting mechanism and the high / low speed shifting mechanism set in the gearbox assembly, this utility model realizes the switching of 8 gears in both D and R gears, which greatly enriches the operating speed selection of agricultural machinery, enabling it to better adapt to different operating needs and improve operating efficiency and flexibility;

[0024] 2. Flexible 2WD / 4WD switching: The 2WD / 4WD switching mechanism integrated in the axle assembly allows the driver to quickly switch drive modes according to the working environment and road conditions. In complex terrains requiring higher traction and passability, the 4WD mode can be selected; while in flat working areas where traction requirements are not high, the 2WD mode can be selected to save energy. This flexibility not only improves the applicability of agricultural machinery, but also optimizes fuel economy.

[0025] 3. Smooth shifting and reduced shock: The innovative shifting mechanism design, such as the combination of the shuttle-shaped engagement sleeve and the inner and outer splines, ensures the smoothness and accuracy of the shifting process, effectively reduces the shock and vibration during shifting, extends the service life of the transmission system, and improves the driver's comfort and operating experience.

[0026] 4. Reduced costs: The flexible switching of multiple gears and drive modes enables agricultural machinery to maintain optimal working condition under different operating conditions, reducing energy consumption and wear, and lowering long-term operating costs. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be discussed below. Obviously, the technical solutions described in conjunction with the accompanying drawings are only some embodiments of this utility model. For those skilled in the art, other embodiments and their accompanying drawings can be obtained from the embodiments shown in these drawings without creative effort.

[0028] Figure 1 This is a three-dimensional structural schematic diagram of Embodiment 1 of this utility model.

[0029] Figure 2 This is a three-dimensional structural diagram of the internal transmission mechanism of Embodiment 1 of this utility model.

[0030] Figure 3 This is a three-dimensional structural diagram of the internal transmission mechanism of Embodiment 1 of this utility model.

[0031] Figure 4 This is an exploded three-dimensional view of the internal transmission mechanism of Embodiment 1 of this utility model.

[0032] Figure 5 This is a three-dimensional structural diagram of the transmission mechanism of the bridge assembly in Embodiment 1 of this utility model.

[0033] Figure 6 This is a three-dimensional structural diagram of the transmission mechanism of the bridge assembly in Embodiment 1 of this utility model.

[0034] Figure 7 This is a three-dimensional structural diagram of the transmission mechanism of the bridge assembly in Embodiment 1 of this utility model.

[0035] Figure 8 This is an exploded three-dimensional view of the transmission mechanism of the bridge assembly in Embodiment 1 of this utility model.

[0036] Figure 9 This is a three-dimensional structural diagram of the transmission mechanism of the gearbox assembly of this utility model.

[0037] Figure 10 This is a three-dimensional structural diagram of the transmission mechanism of the gearbox assembly of this utility model.

[0038] Figure 11 This is a cross-sectional view of the transmission mechanism of the gearbox assembly of this utility model.

[0039] Figure 12 This is a three-dimensional structural diagram of Embodiment 2 of this utility model.

[0040] Figure 13 This is a three-dimensional structural diagram of the internal transmission mechanism in Embodiment 2 of this utility model.

[0041] Figure 14This is a three-dimensional structural diagram of the internal transmission mechanism in Embodiment 2 of this utility model.

[0042] Figure 15 This is a three-dimensional structural diagram of the transmission mechanism of the bridge assembly in Embodiment 2 of this utility model.

[0043] Figure 16 This is a three-dimensional structural diagram of the transmission mechanism of the bridge assembly in Embodiment 2 of this utility model.

[0044] Figure 17 This is a three-dimensional structural diagram of the transmission mechanism of the bridge assembly in Embodiment 2 of this utility model.

[0045] Figure 18 This is an exploded three-dimensional view of the transmission mechanism of the bridge assembly in Embodiment 2 of this utility model.

[0046] Figure 19 This is a cross-sectional view of the transmission mechanism of the bridge assembly in Embodiment 2 of this utility model.

[0047] In the diagram: 1. Clutch shaft, 2. Output shaft, 3. Drive gear, 4. Transmission gear, 5. Power input shaft, 6. Double gear, 7. Gear A, 8. External spline A, 9. Shuttle-shaped engagement sleeve, 10. Internal spline A, 11. Output gear, 12. Gear B, 13. External spline B, 14. Bushing A, 15. Internal spline B, 16. External spline C, 17. First shaft, 18. First gear drive gear, 19. Second gear drive gear, 20. Spacer A, 21. Second shaft, 22. Intermediate shaft, 23. Bushing B, 24. First gear driven gear, 25. Bushing C, 26. Second gear driven gear, 27. First and second gear gear seat, 28. First and second gear shift sleeve, 29. External... Spline G, 30, External Spline H, 31, External Spline S, 32, Connecting Sleeve, 33, Internal Spline C, 34, Bushing D, 35, Third-gear drive gear, 36, Fourth-gear drive gear, 37, Third- and Fourth-gear gear seat, 38, Third- and Fourth-gear shift sleeve, 39, External Spline J, 40, External Spline K, 41, Third-gear driven gear, 42, Fourth-gear driven gear, 43, Spacer B, 44, High- and Low-gear double gear, 45, Low-gear drive gear, 46, Bushing E, 47, Low-gear driven gear, 48, High- and Low-gear gear seat, 49, High- and Low-gear shift sleeve, 50, External Spline O, 51, External Spline P, 52, Gear Coupling, 53, Coupling Gear, 54, Connecting Internal Gear. Detailed Implementation

[0048] The technical solutions of various embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments described in this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model. Example 1:

[0049] like Figures 1 to 11 As shown, the agricultural machinery axle transmission assembly of this utility model includes a gearbox assembly and an axle assembly connected thereto. The axle assembly is provided with a D / N / R shifting mechanism and a two / four-wheel drive switching mechanism. The gearbox assembly is provided with a first / second gear shifting mechanism, a third / fourth gear shifting mechanism and a high / low speed shifting mechanism in sequence. The axle assembly and the gearbox assembly cooperate to realize the switching of D gear 8-speed and R gear 8-speed, and at the same time realize the switching of two-wheel drive and four-wheel drive.

[0050] The D / N / R shifting mechanism includes a clutch shaft 1, one end of which is connected to the power mechanism, and the other end is inserted into the output shaft 2. The clutch shaft 1 and the output shaft 2 are connected by bearings. The clutch shaft 1 is provided with a drive gear 3, which meshes with a transmission gear 4. It also includes a power input shaft 5 arranged parallel to the clutch shaft 1. A double gear 6 is rotatably mounted on the power input shaft 5 via bearings. The teeth A7 of the double gear 6 mesh with the transmission gear 4. An external spline A8 is provided on the output shaft 2 near the clutch shaft 1. A shuttle-shaped retaining sleeve 9 is slidably disposed on the external spline A8. An internal spline A10 adapted to the external spline A8 is provided on the inner side of the shuttle-shaped retaining sleeve 9. An output gear 11 is fixedly disposed on the side of the shuttle-shaped retaining sleeve 9 away from the clutch shaft 1. The output gear 11 is engaged with the tooth portion B12 of the double gear 6. An external spline B13 is provided on the clutch shaft 1, adapted to the external spline A8. When switched to D gear, the shuttle... When the shuttle-shaped stop engagement sleeve 9 moves to the inner spline A10 and simultaneously engages with the outer spline A8 and outer spline B13, the output shaft 2 locks with the clutch shaft 1 and rotates in the same direction. When shifting to R gear, the shuttle-shaped stop engagement sleeve 9 moves to the output gear 11 and engages with the toothed part B12. At the same time, the inner spline A10 disengages from the outer spline B13, the output shaft 2 unlocks from the clutch shaft 1, the clutch shaft 1 rotates, and the driving toothed part 3 rotates synchronously, driving the transmission gear 4 to rotate, thereby driving the toothed part A12 to rotate. When gear 7 rotates, tooth B12 rotates in the same direction as tooth A7, driving output gear 11 to rotate, which in turn drives shuttle-shaped stop engagement sleeve 9 to rotate. Output shaft 2 rotates accordingly. According to the transmission relationship, output shaft 2 rotates in the opposite direction to clutch shaft 1. When switching to N gear, shuttle-shaped stop engagement sleeve 9 moves until the inner spline A10 disengages from the outer spline B13, thus unlocking output shaft 2 from clutch shaft 1. At the same time, output gear 11 disengages from tooth B12, so that output shaft 2 does not rotate with the rotation of clutch shaft 1.

[0051] The first / second gear shifting mechanism includes a shaft 17, one end of which is detachably and fixedly connected to the output shaft 2. The output shaft 2 has an external spline S31 at its end. The end of the shaft 17 is connected to a connecting sleeve 32 via the external spline T. An internal spline C33 is provided within the connecting sleeve 32, which is adapted to the external spline S31. After the external spline S31 and the internal spline C33 are engaged, the output shaft 2 and the shaft 17 are locked and rotate in the same direction. A first-gear drive gear 18 is fixedly mounted on the shaft 17. 17 has an external spline D at one end, on which a second-speed drive gear 19 is mounted. A spacer A20 abuts between the first-speed drive gear 18 and the second-speed drive gear 19. It also includes a second shaft 21, on which an intermediate shaft 22 is rotatably mounted. The intermediate shaft 21 is connected to a bushing B23 via an external spline E. A driven gear 24 is rotatably mounted on bushing B23, meshing with the first-speed drive gear 18. The intermediate shaft 22 is also connected to a bushing C25 via the external spline E. A second-gear driven gear 26 is rotatably mounted on sleeve C25, meshing with the second-gear driving gear 19. A second-gear gear seat 27 is also provided between the first-gear driven gear 24 and the second-gear driven gear 26. The first and second-gear gear seat 27 is connected to the intermediate shaft 22 via the external spline E. A second-gear shift sleeve 28 is connected to the outer side of the first and second-gear gear seat 27 via the external spline F. External splines G29 and H3 are respectively provided on the side of the first-gear driven gear 24 and the second-gear driven gear 26 near the first and second-gear shift sleeve 28. 0. The first and second gear shift sleeve 28 is connected to the external spline G29 or the external spline H30. When shifting to first gear, the first and second gear shift sleeve 28 slides to engage with the external spline G29, and the first gear driven gear 24 locks with the first and second gear seat 27, thereby locking with the intermediate shaft 22 and rotating in the same direction. When shifting to second gear, the first and second gear shift sleeve 28 slides to engage with the external spline H30, and the second gear driven gear 26 locks with the first and second gear seat 27, thereby locking with the intermediate shaft 22 and rotating in the same direction.

[0052] The three / four-speed shifting mechanism includes a bushing D34 that meshes with the external spline D. A third-speed drive gear 35 is rotatably mounted on the bushing D34. A fourth-speed drive gear 36 is also rotatably mounted at the end of the shaft 17 via a bearing. A third / four-speed gear seat 37 is provided between the third-speed drive gear 35 and the fourth-speed drive gear 36. The third / four-speed gear seat 37 is connected to the shaft 17 via the external spline D. A third / four-speed shifting sleeve 38 is connected to the outer side of the third / four-speed gear seat 37 via an external spline I. External splines J39 and K40 are respectively provided on the side of the third-speed drive gear 35 and the fourth-speed drive gear 36 near the third / four-speed shifting sleeve 38. The third / four-speed shifting sleeve 38 is engaged with the external spline J39 or the external spline K40. It also includes a third-speed driven gear 41 and a fourth-speed gear, both meshing with the external spline E. Driven gear 42, the third-gear driven gear 41 meshes with the third-gear driving gear 35, the fourth-gear driven gear 42 meshes with the fourth-gear driving gear 36, a spacer B43 is abutting between the third-gear driven gear 41 and the fourth-gear driven gear 42. When switching to third gear, the third-to-fourth gear shift sleeve 38 moves to mesh with the external spline J39, the third-gear driving gear 35 locks with the third-to-fourth gear seat 37, thereby locking with the shaft 17 and rotating in the same direction, the third-gear driven gear 41 rotates synchronously, driving the intermediate shaft 22 to rotate. When switching to fourth gear, the third-to-fourth gear shift sleeve 38 moves to mesh with the external spline K40, the fourth-gear driving gear 36 locks with the third-to-fourth gear seat 37, thereby locking with the shaft 17 and rotating in the same direction, the fourth-gear driven gear 42 rotates synchronously, driving the intermediate shaft 22 to rotate.

[0053] The high / low speed shifting mechanism includes a high / low speed double gear 44 coaxially arranged with the shaft 17. One end of the high / low speed double gear 44 is connected to the fourth speed drive gear 36 via an external spline L, and the other end is fixedly provided with a low speed drive gear 45. It also includes a bushing E46 mounted on the second shaft 21 via an external spline M. A low speed driven gear 47 is rotatably mounted on the bushing E46 and meshes with the low speed drive gear 45. A high / low speed gear seat 48 is also connected to the second shaft 21 via an external spline M. A high / low gear shift sleeve 49 is provided on the outer side of the seat 48 via an external spline N. An external spline O50 is provided on the side of the low gear driven gear 47 near the high / low gear shift sleeve 49. An external spline P51 is also provided on the end of the intermediate shaft 22 near the high / low gear shift sleeve 49. The high / low gear shift sleeve 49 is engaged with the external spline O50 or the external spline P51. When switching to high gear, the high / low gear shift sleeve 49 moves to engage with the external spline O50, and the intermediate shaft 22 is locked to the high / low gear seat 48. The gears rotate in the same direction, simultaneously driving the second shaft 21 to rotate synchronously. When switching to a low gear, the high / low gear shift sleeve 49 moves to engage with the external spline P51. The low gear driven gear 47 locks with the high / low gear seat 48 and rotates in the same direction, simultaneously driving the second shaft 21 to rotate synchronously. In the low gear state, when switching to first, second, or third gear, the intermediate shaft 22 rotates, driving the fourth gear driven gear 42 to rotate, thereby driving the fourth gear drive gear 36 to rotate. The high / low gear double gear 44 rotates accordingly, causing the low gear to rotate. The rotation of the drive gear 45 drives the low-gear driven gear 47 to rotate. The high-low gear seat 48 is locked with the low-gear driven gear 47 and rotates synchronously, thereby driving the second rotation 21 to rotate synchronously. When switching to the fourth gear, the shaft 17 drives the fourth gear drive gear 36 to rotate. The high-low gear double gear 44 rotates accordingly, causing the low-gear drive gear 45 to rotate and drive the low-gear driven gear 47 to rotate. The high-low gear seat 48 is locked with the low-gear driven gear 47 and rotates synchronously, thereby driving the second rotation 21 to rotate synchronously.

[0054] The two-wheel / four-wheel drive switching mechanism includes a gear coupling 52 connected to the power input shaft 5 via an external spline Q. A coupling gear 53 is provided at one end of the gear coupling 52 near the second shaft 21. An internal gear 54 is provided on the second shaft 21 via an external spline R. The coupling gear 53 and the internal gear 54 are engaged and connected. When switching to two-wheel drive, the gear coupling 52 moves until the coupling gear 53 and the internal gear 54 are separated, and the second shaft 21 is separated from the power input shaft 5. When switching to four-wheel drive, the gear coupling 52 moves until the coupling gear 53 and the internal gear 54 are engaged and connected, and the second shaft 21 is locked to the power input shaft 5 and rotates in the same direction. Example 2:

[0055] like Figures 9 to 19 As shown, the agricultural machinery axle transmission assembly of this utility model includes a gearbox assembly and an axle assembly connected thereto. The axle assembly is provided with a D / N / R shifting mechanism and a two / four-wheel drive switching mechanism. The gearbox assembly is provided with a first / second gear shifting mechanism, a third / fourth gear shifting mechanism and a high / low speed shifting mechanism in sequence. The axle assembly and the gearbox assembly cooperate to realize the switching of D gear 8-speed and R gear 8-speed, and at the same time realize the switching of two-wheel drive and four-wheel drive.

[0056] The D / N / R shifting mechanism includes a clutch shaft 1, one end of which is connected to the power mechanism, and the other end is inserted into the output shaft 2. The clutch shaft 1 and the output shaft 2 are connected by a bearing. The clutch shaft 1 is provided with a drive gear 3, which meshes with a transmission gear 4. It also includes a power input shaft 5 parallel to the clutch shaft 1. A double gear 6 is rotatably mounted on the power input shaft 5 via a bearing. The teeth A7 of the double gear 6 mesh with the transmission gear 4. An output gear 11 is rotatably connected to the output shaft 2 via a bushing A14. The output gear 11 meshes with the teeth B12 of the double gear 6. An internal spline B15 is also provided on the inner side of the output gear 11. An external spline A8 is provided on the end of the output shaft 2 near the clutch shaft 1. A shuttle-shaped retaining sleeve 9 is slidably disposed on the external spline A8. An internal spline A10, adapted to the external spline A8, is provided on the inner side of the shuttle-shaped retaining sleeve 9 away from the clutch shaft 1. An external spline C16, adapted to the internal spline B15, is fixedly disposed on the side of the shuttle-shaped retaining sleeve 9 away from the clutch shaft 1. An external spline B13, adapted to the external spline A8, is provided on the clutch shaft 1. When shifting to D gear, the shuttle-shaped stop sleeve 9 moves to the inner spline A10 and simultaneously engages with the outer spline A8 and outer spline B13, locking the output shaft 2 and the clutch shaft 1 and causing them to rotate in the same direction. When shifting to R gear, the shuttle-shaped stop sleeve 9 moves to the outer spline C16 and engages with the inner spline B15, locking the output gear 11 and the output shaft 2. Simultaneously, the inner spline A10 disengages from the outer spline B13, unlocking the output shaft 2 and the clutch shaft 1. The clutch shaft 1 rotates, and the driving gear 3 rotates synchronously, driving the transmission gear 4 to rotate, thereby... When the moving gear A7 rotates, the gear B12 rotates in the same direction as the gear A7, driving the output gear 11 to rotate, which in turn drives the shuttle-shaped stop engagement sleeve 9 to rotate. The output shaft 2 rotates accordingly. According to the transmission relationship, the output shaft 2 rotates in the opposite direction to the clutch shaft 1. When switching to N gear, the shuttle-shaped stop engagement sleeve 9 moves until the inner spline A10 disengages from the outer spline B13, thus unlocking the output shaft 2 from the clutch shaft 1. At the same time, the outer spline C16 disengages from the inner spline B15, thus unlocking the output gear 11 from the output shaft 2. This prevents the output shaft 2 from rotating with the clutch shaft 1.

[0057] The first / second gear shifting mechanism includes a shaft 17, one end of which is detachably and fixedly connected to the output shaft 2. The output shaft 2 has an external spline S31 at its end. The end of the shaft 17 is connected to a connecting sleeve 32 via the external spline T. An internal spline C33 is provided within the connecting sleeve 32, which is adapted to the external spline S31. After the external spline S31 and the internal spline C33 are engaged, the output shaft 2 and the shaft 17 are locked and rotate in the same direction. A first-gear drive gear 18 is fixedly mounted on the shaft 17. 17 has an external spline D at one end, on which a second-speed drive gear 19 is mounted. A spacer A20 abuts between the first-speed drive gear 18 and the second-speed drive gear 19. It also includes a second shaft 21, on which an intermediate shaft 22 is rotatably mounted. The intermediate shaft 21 is connected to a bushing B23 via an external spline E. A driven gear 24 is rotatably mounted on bushing B23, meshing with the first-speed drive gear 18. The intermediate shaft 22 is also connected to a bushing C25 via the external spline E. A second-gear driven gear 26 is rotatably mounted on sleeve C25, meshing with the second-gear driving gear 19. A second-gear gear seat 27 is also provided between the first-gear driven gear 24 and the second-gear driven gear 26. The first and second-gear gear seat 27 is connected to the intermediate shaft 22 via the external spline E. A second-gear shift sleeve 28 is connected to the outer side of the first and second-gear gear seat 27 via the external spline F. External splines G29 and H3 are respectively provided on the side of the first-gear driven gear 24 and the second-gear driven gear 26 near the first and second-gear shift sleeve 28. 0. The first and second gear shift sleeve 28 is connected to the external spline G29 or the external spline H30. When shifting to first gear, the first and second gear shift sleeve 28 slides to engage with the external spline G29, and the first gear driven gear 24 locks with the first and second gear seat 27, thereby locking with the intermediate shaft 22 and rotating in the same direction. When shifting to second gear, the first and second gear shift sleeve 28 slides to engage with the external spline H30, and the second gear driven gear 26 locks with the first and second gear seat 27, thereby locking with the intermediate shaft 22 and rotating in the same direction.

[0058] The three / four-speed shifting mechanism includes a bushing D34 that meshes with the external spline D. A third-speed drive gear 35 is rotatably mounted on the bushing D34. A fourth-speed drive gear 36 is also rotatably mounted at the end of the shaft 17 via a bearing. A third / four-speed gear seat 37 is provided between the third-speed drive gear 35 and the fourth-speed drive gear 36. The third / four-speed gear seat 37 is connected to the shaft 17 via the external spline D. A third / four-speed shifting sleeve 38 is connected to the outer side of the third / four-speed gear seat 37 via an external spline I. External splines J39 and K40 are respectively provided on the side of the third-speed drive gear 35 and the fourth-speed drive gear 36 near the third / four-speed shifting sleeve 38. The third / four-speed shifting sleeve 38 is engaged with the external spline J39 or the external spline K40. It also includes a third-speed driven gear 41 and a fourth-speed gear, both meshing with the external spline E. Driven gear 42, the third-gear driven gear 41 meshes with the third-gear driving gear 35, the fourth-gear driven gear 42 meshes with the fourth-gear driving gear 36, a spacer B43 is abutting between the third-gear driven gear 41 and the fourth-gear driven gear 42. When switching to third gear, the third-to-fourth gear shift sleeve 38 moves to mesh with the external spline J39, the third-gear driving gear 35 locks with the third-to-fourth gear seat 37, thereby locking with the shaft 17 and rotating in the same direction, the third-gear driven gear 41 rotates synchronously, driving the intermediate shaft 22 to rotate. When switching to fourth gear, the third-to-fourth gear shift sleeve 38 moves to mesh with the external spline K40, the fourth-gear driving gear 36 locks with the third-to-fourth gear seat 37, thereby locking with the shaft 17 and rotating in the same direction, the fourth-gear driven gear 42 rotates synchronously, driving the intermediate shaft 22 to rotate.

[0059] The high / low speed shifting mechanism includes a high / low speed double gear 44 coaxially arranged with the shaft 17. One end of the high / low speed double gear 44 is connected to the fourth speed drive gear 36 via an external spline L, and the other end is fixedly provided with a low speed drive gear 45. It also includes a bushing E46 mounted on the second shaft 21 via an external spline M. A low speed driven gear 47 is rotatably mounted on the bushing E46 and meshes with the low speed drive gear 45. A high / low speed gear seat 48 is also connected to the second shaft 21 via an external spline M. A high / low gear shift sleeve 49 is provided on the outer side of the seat 48 via an external spline N. An external spline O50 is provided on the side of the low gear driven gear 47 near the high / low gear shift sleeve 49. An external spline P51 is also provided on the end of the intermediate shaft 22 near the high / low gear shift sleeve 49. The high / low gear shift sleeve 49 is engaged with the external spline O50 or the external spline P51. When switching to high gear, the high / low gear shift sleeve 49 moves to engage with the external spline O50, and the intermediate shaft 22 is locked to the high / low gear seat 48. The gears rotate in the same direction, simultaneously driving the second shaft 21 to rotate synchronously. When switching to a low gear, the high / low gear shift sleeve 49 moves to engage with the external spline P51. The low gear driven gear 47 locks with the high / low gear seat 48 and rotates in the same direction, simultaneously driving the second shaft 21 to rotate synchronously. In the low gear state, when switching to first, second, or third gear, the intermediate shaft 22 rotates, driving the fourth gear driven gear 42 to rotate, thereby driving the fourth gear drive gear 36 to rotate. The high / low gear double gear 44 rotates accordingly, causing the low gear to rotate. The rotation of the drive gear 45 drives the low-gear driven gear 47 to rotate. The high-low gear seat 48 is locked with the low-gear driven gear 47 and rotates synchronously, thereby driving the second rotation 21 to rotate synchronously. When switching to the fourth gear, the shaft 17 drives the fourth gear drive gear 36 to rotate. The high-low gear double gear 44 rotates accordingly, causing the low-gear drive gear 45 to rotate and drive the low-gear driven gear 47 to rotate. The high-low gear seat 48 is locked with the low-gear driven gear 47 and rotates synchronously, thereby driving the second rotation 21 to rotate synchronously.

[0060] The two-wheel / four-wheel drive switching mechanism includes a gear coupling 52 connected to the power input shaft 5 via an external spline Q. A coupling gear 53 is provided at one end of the gear coupling 52 near the second shaft 21. An internal gear 54 is provided on the second shaft 21 via an external spline R. The coupling gear 53 and the internal gear 54 are engaged and connected. When switching to two-wheel drive, the gear coupling 52 moves until the coupling gear 53 and the internal gear 54 are separated, and the second shaft 21 is separated from the power input shaft 5. When switching to four-wheel drive, the gear coupling 52 moves until the coupling gear 53 and the internal gear 54 are engaged and connected, and the second shaft 21 is locked to the power input shaft 5 and rotates in the same direction.

[0061] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered exemplary and not restrictive in all respects. The scope of this invention is defined by the appended claims, not by the foregoing description, and is therefore intended to encompass all variations falling within the meaning and scope of equivalents of the claims. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0062] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. An agricultural machinery axle transmission assembly, characterized in that: The system includes a transmission assembly and a connecting bridge assembly. The connecting bridge assembly is equipped with a D / N / R shift mechanism and a two-wheel / four-wheel drive switching mechanism. The transmission assembly is equipped with a first / second gear shift mechanism, a third / fourth gear shift mechanism, and a high / low speed shift mechanism. The connecting bridge assembly cooperates with the transmission assembly to achieve the switching between 8-speed D gear and 8-speed R gear, and simultaneously achieves the switching between two-wheel drive and four-wheel drive.

2. The agricultural machinery axle transmission assembly according to claim 1, characterized in that: The D / N / R shifting mechanism includes a clutch shaft (1), one end of which is connected to the power mechanism, and the other end is inserted into the output shaft (2). The clutch shaft (1) and the output shaft (2) are connected by a bearing. The clutch shaft (1) is provided with a drive gear (3), which meshes with a transmission gear (4). The mechanism also includes a power input shaft (5) arranged parallel to the clutch shaft (1). A double gear (6) is rotatably mounted on the power input shaft (5) through a bearing. The teeth A (7) of the double gear (6) are connected to the transmission gear (4). The output shaft (2) is provided with an external spline A (8) near the clutch shaft (1). A shuttle-shaped stop engagement sleeve (9) is slidably provided on the external spline A (8). An internal spline A (10) adapted to the external spline A (8) is provided on the inner side of the shuttle-shaped stop engagement sleeve (9). An output gear (11) is fixedly provided on the side of the shuttle-shaped stop engagement sleeve (9) away from the clutch shaft (1). The output gear (11) is engaged with the tooth B (12) of the double gear (6). An external spline B (13) adapted to the external spline A (8) is provided on the clutch shaft (1).

3. The agricultural machinery axle transmission assembly according to claim 2, characterized in that: When switched to D gear, the shuttle-shaped gear engagement sleeve (9) moves to the inner spline A (10) and engages with the outer spline A (8) and the outer spline B (13) to lock the output shaft (2) and the clutch shaft (1) and rotate in the same direction. When switched to R gear, the shuttle-shaped gear engagement sleeve (9) moves to the output gear (11) and engages with the toothed part B (12). At the same time, the inner spline A (10) disengages from the outer spline B (13), and the output shaft (2) is unlocked from the clutch shaft (1) and rotates in the opposite direction. When switched to N gear, the shuttle-shaped gear engagement sleeve (9) moves to the inner spline A (10) and disengages from the outer spline B (13) to unlock the output shaft (2) from the clutch shaft (1). At the same time, the output gear (11) disengages from the toothed part B (12), so that the output shaft (2) does not rotate with the rotation of the clutch shaft (1).

4. The agricultural machinery axle transmission assembly according to claim 1, characterized in that: The D / N / R shifting mechanism includes a clutch shaft (1), one end of which is connected to the power mechanism, and the other end is inserted into the output shaft (2). The clutch shaft (1) and the output shaft (2) are connected by a bearing. The clutch shaft (1) is provided with a drive gear (3), which meshes with a transmission gear (4). The mechanism also includes a power input shaft (5) arranged parallel to the clutch shaft (1). A double gear (6) is rotatably arranged on the power input shaft (5) through a bearing. The teeth A (7) of the double gear (6) mesh with the transmission gear (4). An output gear (11) is rotatably connected to the output shaft (2) through a bushing A (14). The output gear (11) meshes with the tooth B (12) of the double gear (6). An internal spline B (15) is also provided on the inner side of the output gear (11). An external spline A (8) is provided on the end of the output shaft (2) near the clutch shaft (1). A shuttle-shaped stop engagement sleeve (9) is slidably provided on the external spline A (8). An internal spline A (10) that matches the external spline A (8) is provided on the inner side of the shuttle-shaped stop engagement sleeve (9). An external spline C (16) that matches the internal spline B (15) is fixedly provided on the side of the shuttle-shaped stop engagement sleeve (9) away from the clutch shaft (1). An external spline B (13) that matches the external spline A (8) is provided on the clutch shaft (1).

5. The agricultural machinery axle transmission assembly according to claim 4, characterized in that: When shifting to D gear, the shuttle-shaped gear engagement sleeve (9) moves to the inner spline A (10) and simultaneously engages with the outer spline A (8) and the outer spline B (13), locking the output shaft (2) and the clutch shaft (1) and causing them to rotate in the same direction. When shifting to R gear, the shuttle-shaped gear engagement sleeve (9) moves to the outer spline C (16) and engages with the inner spline B (15), locking the output gear (11) and the output shaft (2), while the inner spline A (10) and the outer spline B (13) engage. When the clutch shaft (1) is switched to N gear, the shuttle-shaped engagement sleeve (9) moves to disengage the inner spline A (10) from the outer spline B (13), thereby disengaging the output shaft (2) from the clutch shaft (1). At the same time, the outer spline C (16) disengages from the inner spline B (15), thereby disengaging the output gear (11) from the output shaft (2), thus preventing the output shaft (2) from rotating with the clutch shaft (1).

6. The agricultural machinery axle transmission assembly according to claim 2 or 4, characterized in that: The first / second gear shifting mechanism includes a shaft (17), one end of which is detachably and fixedly connected to the output shaft (2). A first-gear drive gear (18) is fixedly mounted on the shaft (17), and an external spline D is provided at the other end of the shaft (17). A second-gear drive gear (19) is provided on the external spline D. A spacer A (20) is abutting between the first-gear drive gear (18) and the second-gear drive gear (19). The mechanism also includes a second shaft (21), on which an intermediate shaft (22) is rotatably mounted. A bushing B (23) is connected to the intermediate shaft (22) via an external spline E. A first-gear driven gear (24) is rotatably mounted on the bushing B (23) and meshes with the first-gear drive gear (18). The intermediate shaft (22) is connected to the bushing B (23) via the external spline E. Key E is also connected to bushing C (25). A second-gear driven gear (26) is rotatably mounted on bushing C (25) and meshes with the second-gear driving gear (19). A second-gear gear seat (27) is also provided between the first-gear driven gear (24) and the second-gear driven gear (26). The first-gear and second-gear gear seat (27) is connected to the intermediate shaft (22) through the external spline E. A second-gear shift sleeve (28) is connected to the outer side of the first-gear and second-gear gear seat (27) through the external spline F. External splines G (29) and H (30) are respectively provided on the side of the first-gear driven gear (24) and the second-gear driven gear (26) near the first-gear and second-gear shift sleeve (28). The first-gear and second-gear shift sleeve (28) is connected to the external spline G (29) or the external spline H (30).

7. The agricultural machinery axle transmission assembly according to claim 6, characterized in that: The output shaft (2) is provided with an external spline S (31) at its end, and the shaft (17) is provided with a connecting sleeve (32) through an external spline T at its end. An internal spline C (33) is provided inside the connecting sleeve (32) to match the external spline S (31). After the external spline S (31) and the internal spline C (33) are engaged and connected, the output shaft (2) and the shaft (17) are locked and rotate in the same direction.

8. The agricultural machinery axle transmission assembly according to claim 6, characterized in that: The three / four gear shifting mechanism includes a bushing D (34) meshing with the external spline D. A three-speed drive gear (35) is rotatably mounted on the bushing D (34). A four-speed drive gear (36) is also rotatably mounted on the end of the shaft (17) via a bearing. A three- or four-speed gear seat (37) is also provided between the three- or four-speed drive gear (35) and the four-speed drive gear (36). The three- or four-speed gear seat (37) is connected to the shaft (17) via the external spline D. A three- or four-speed shifting sleeve (38) is connected to the outer side of the three- or four-speed gear seat (37) via an external spline (I). The three-speed drive gear (35) and the four-speed drive gear (36) are connected to each other. 36) An external spline J (39) and an external spline K (40) are respectively provided on the side near the third and fourth gear shift sleeve (38). The third and fourth gear shift sleeve (38) is connected to the external spline J (39) or the external spline K (40). It also includes a third gear driven gear (41) and a fourth gear driven gear (42) that are both connected to the external spline E. The third gear driven gear (41) is connected to the third gear driving gear (35). The fourth gear driven gear (42) is connected to the fourth gear driving gear (36). A spacer B (43) is provided between the third gear driven gear (41) and the fourth gear driven gear (42).

9. The agricultural machinery axle transmission assembly according to claim 8, characterized in that: The high / low speed shifting mechanism includes a high / low speed double gear (44) coaxially arranged with the first shaft (17). One end of the high / low speed double gear (44) is connected to the fourth speed drive gear (36) via an external spline L, and the other end is fixedly provided with a low speed drive gear (45). It also includes a bushing E (46) arranged on the second shaft (21) via an external spline M. A low speed driven gear (47) is rotatably arranged on the bushing E (46) and meshes with the low speed drive gear (45). The second shaft (21) The upper part is also connected to a high and low gear seat (48) via the external spline M. The high and low gear seat (48) is provided with a high and low gear shift sleeve (49) via the external spline N on its outer side. The low gear driven gear (47) is provided with an external spline O (50) on the side near the high and low gear shift sleeve (49). The intermediate shaft (22) is also provided with an external spline P (51) on the end near the high and low gear shift sleeve (49). The high and low gear shift sleeve (49) is connected to the external spline O (50) or the external spline P (51). When switching to high speed, the high / low gear shift sleeve (49) moves to engage with the external spline O (50), the intermediate shaft (22) locks with the high / low gear seat (48) and rotates in the same direction, while simultaneously driving the second shaft (21) to rotate synchronously. When switching to low speed, the high / low gear shift sleeve (49) moves to engage with the external spline P (51), the low gear driven gear (47) locks with the high / low gear seat (48) and rotates in the same direction, while simultaneously driving the second shaft (21) to rotate synchronously.

10. The agricultural machinery axle transmission assembly according to claim 6, characterized in that: The two / four drive switching mechanism includes a gear coupling (52) connected to the power input shaft (5) via an external spline Q. A coupling gear (53) is provided at one end of the gear coupling (52) near the second shaft (21). A connecting internal gear (54) is provided on the second shaft (21) via an external spline R. The coupling gear (53) and the connecting internal gear (54) are connected in a mating manner. When switching to two-wheel drive, the gear coupling (52) moves until the coupling gear (53) separates from the connecting internal gear (54), and the second shaft (21) separates from the power input shaft (5). When switching to four-wheel drive, the gear coupling (52) moves until the coupling gear (53) meshes with the connecting internal gear (54), and the second shaft (21) locks with the power input shaft (5) and rotates in the same direction.

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