Multi-gear transmission system

Abstract

The utility model discloses a multi-gear transmission system, which belongs to the field of tractor transmission systems and comprises a reversing mechanism and a speed change mechanism, power is transmitted to the speed change mechanism through the reversing mechanism, forward gear and reverse gear switching is realized, and the speed change transmission mechanism is additionally provided with a speed change auxiliary shaft on the basis of the structure of a TE type tractor transmission system. A middle-gear driving gear and a middle-gear driven gear are rotationally connected to the speed change auxiliary shaft, the middle-gear driving gear is meshed with the original III-gear driven gear, the middle-gear driven gear is meshed with the original high-low-gear driven gear in a sliding mode, and a middle-gear driving meshing wheel is fixedly connected to the middle-gear driving gear. A medium-gear driven meshing wheel is fixedly connected to the medium-gear driven gear, a medium-gear meshing sleeve is meshed with the medium-gear driving meshing wheel in a sliding mode, the medium-gear meshing sleeve is matched with the medium-gear driven meshing wheel in a clutch mode, and the variable-speed transmission mechanism can achieve variable-speed transmission of 12 forward gears and 12 reverse gears in total and can meet more operation requirements.

Description

Technical Field

[0001] This utility model relates to the field of tractor transmission systems, and in particular to a multi-gear transmission system. Background Technology

[0002] Tractors need to switch between different travel speeds and output appropriate torque through the gearbox when dealing with different tasks. Traditional TE tractor transmission systems have fewer gears. With the continuous development of modern agriculture, the operating scenarios of tractors are becoming more and more diversified. Therefore, the number of gears in the existing TE tractor gearboxes needs to be further increased. Utility Model Content

[0003] To address the aforementioned technical problems, this utility model provides a multi-gear transmission system capable of achieving 12 gears for both forward and reverse transmission, in order to adapt to more operational needs.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0005] A multi-gear transmission system includes a reversing mechanism and a speed-changing mechanism. The reversing mechanism includes a reversing main shaft, a reversing secondary shaft, and a reversing auxiliary shaft arranged in parallel. The speed-changing mechanism includes a speed-changing main shaft, a speed-changing secondary shaft, and a speed-changing auxiliary shaft arranged in parallel. The reversing main shaft and the speed-changing main shaft are coaxially arranged.

[0006] A reversing engagement wheel is fixedly connected to one end of the transmission main shaft near the reversing main shaft. A reversing engagement sleeve is slidably engaged on the reversing engagement wheel. A reverse driven gear is rotatably connected to the transmission main shaft. A reverse engagement wheel that engages with the reversing engagement sleeve is fixedly connected to the reverse driven gear.

[0007] A reversing drive gear is fixedly connected to one end of the reversing main shaft near the transmission main shaft, and a forward gear engagement wheel that engages with the reversing engagement sleeve is fixedly connected to the reversing drive gear.

[0008] A reverse gear coupling sleeve is rotatably connected to the reversing secondary shaft. One end of the reverse gear coupling sleeve is fixedly connected to a reverse gear adapter gear one, and the other end is fixedly connected to a reverse gear adapter gear two. A reverse gear adapter gear three is rotatably connected to the reversing auxiliary shaft. The reverse gear adapter gear one meshes with the reversing driving gear, and the reverse gear adapter gear three meshes with the reverse gear adapter gear two and the reverse driven gear, respectively.

[0009] The transmission spindle is also sequentially fitted with a I-II gear coupling sleeve, a III gear drive gear, a III-IV gear meshing wheel, an IV gear drive gear, and a low gear coupling sleeve. The I-II gear coupling sleeve is slidably engaged with the transmission spindle. One end of the I-II gear coupling sleeve is fixedly connected to the II gear drive gear, and the other end is fixedly connected to the I gear drive gear. The III-IV gear meshing wheel is fixedly connected to the transmission spindle, and a III-IV gear meshing sleeve is slidably engaged on the III-IV gear meshing wheel. The III gear drive gear, the IV gear drive gear, and the low gear coupling sleeve are rotatably connected to the transmission spindle. A III gear meshing wheel that engages with the III-IV gear meshing sleeve is fixedly connected to the III gear drive gear. An IV gear meshing wheel that engages with the III-IV gear meshing sleeve is fixedly connected to the IV gear drive gear. A low gear adapter gear one is fixedly connected to one end of the low gear coupling sleeve, and a low gear adapter gear two is fixedly connected to the other end.

[0010] The transmission subshaft is fitted with a multi-spindle sleeve and high / low gear driven gears. The multi-spindle sleeve is rotatably connected to the transmission subshaft. The multi-spindle sleeve is fixedly connected to a second-gear driven gear, a first-gear driven gear, a third-gear driven gear, a fourth-gear driven gear, a low-gear drive gear, and a high-gear meshing wheel. The first-gear driven gear engages with the first-gear drive gear, the second-gear driven gear engages with the second-gear drive gear, the third-gear driven gear meshes with the third-gear drive gear, the fourth-gear driven gear meshes with the fourth-gear drive gear, the low-gear drive gear meshes with a first low-gear adapter gear, the high / low gear driven gears slide engage with the transmission subshaft, and the high / low gear driven gears engage with a second low-gear adapter gear. A high-gear meshing sleeve, which engages with the high-gear meshing wheel, is fixedly connected to the high / low gear driven gears. An output gear is fixedly connected to the transmission subshaft.

[0011] A middle gear drive gear and a middle gear driven gear are rotatably connected to the transmission auxiliary shaft. The middle gear drive gear meshes with the third gear driven gear. The middle gear driven gear is a long gear and slides with the high and low gear driven gears. A middle gear drive engagement wheel is fixedly connected to the side of the middle gear drive gear facing the middle gear driven gear. A middle gear driven engagement wheel is fixedly connected to the side of the middle gear driven gear facing the middle gear drive gear. A middle gear engagement sleeve slides on the middle gear drive engagement wheel. The middle gear engagement sleeve and the middle gear driven engagement wheel are in a disengaging engagement relationship.

[0012] As a preferred technical solution, the module of the reversing drive gear, reverse gear adapter gear one, reverse gear adapter gear two, reverse gear adapter gear three, and reverse gear driven gear is all 2.5.

[0013] As a preferred technical solution, the number of teeth of the reversing drive gear, reverse gear adapter gear one, reverse gear adapter gear two, reverse gear adapter gear three, and reverse gear driven gear are 31, 32, 25, 21, and 26 respectively.

[0014] As a preferred technical solution, the module of the first gear drive gear, the second gear drive gear, the first gear driven gear, and the second gear driven gear is all 3, and the module of the third gear drive gear, the fourth gear drive gear, the first low gear adapter gear, the second low gear adapter gear, the third gear driven gear, the fourth gear driven gear, the low gear drive gear, the high and low gear driven gear, the middle gear drive gear, and the middle gear driven gear is all 2.5.

[0015] As a preferred technical solution, the number of teeth of the I-gear drive gear, II-gear drive gear, III-gear drive gear, IV-gear drive gear, low-gear adapter gear one, low-gear adapter gear two, I-gear driven gear, II-gear driven gear, III-gear driven gear, IV-gear driven gear, low-gear drive gear, high-low gear driven gear, medium-gear drive gear, and medium-gear driven gear are 16, 21, 32, 37, 43, 20, 36, 32, 31, 26, 20, 43, 43, and 31, respectively.

[0016] As a preferred technical solution, the transmission sub-shaft and the reversing sub-shaft are coaxially arranged, a spline sleeve is fixedly provided on the reversing sub-shaft, a spline end is fixedly provided on the transmission sub-shaft, the spline sleeve and the spline end are drivenly fitted together, and an output gear is fixedly connected to the reversing sub-shaft.

[0017] The present invention adopts the above technical solution and has the following advantages compared with the prior art:

[0018] This transmission system achieves forward and reverse gear switching through a reversing mechanism. By adding a gear shifting auxiliary shaft to the gear shifting mechanism, and using the intermediate gear driving gear and the intermediate gear driven gear on the gear shifting auxiliary shaft, as well as the intermediate gear meshing sleeve between them, power can be transmitted. It can achieve switching of a total of 12 gears, including low speed I, medium speed I, high speed I, low speed II, medium speed II, high speed II, low speed III, medium speed III, high speed III, low speed IV, medium speed IV, and high speed IV, which can easily meet more operational needs. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of a multi-gear transmission system according to the present invention (housing omitted).

[0020] Figure 2 for Figure 1 Exploded view of the central reversing spindle and its superstructure;

[0021] Figure 3 for Figure 1Exploded view of the reversing sub-shaft and its superstructure;

[0022] Figure 4 for Figure 1 Exploded view of the central reversing auxiliary shaft and its structure;

[0023] Figure 5 for Figure 1 Exploded view of the intermediate speed change spindle and its structure;

[0024] Figure 6 for Figure 1 Exploded view of the intermediate speed change subshaft and its structure;

[0025] Figure 7 for Figure 1 Exploded view of the intermediate speed change auxiliary shaft and its structure.

[0026] In the picture

[0027] 10. Reversing spindle; 11. Reversing drive gear; 111. Forward gear meshing wheel;

[0028] 20. Reversing countershaft; 21. Spline sleeve; 22. Reverse gear coupling sleeve; 221. Reverse gear adapter gear one; 222. Reverse gear adapter gear two; 23. Output gear two;

[0029] 30. Reversing auxiliary shaft; 31. Reverse gear adapter gear three;

[0030] 40. Transmission main shaft; 41. Reversing gear; 42. Reversing sleeve; 43. Reverse driven gear; 431. Reverse gear; 44. I-II gear coupling sleeve; 441. I gear drive gear; 442. II gear drive gear; 45. III gear drive gear; 451. III gear; 46. III-IV gear; 47. III-IV gear; 48. IV gear drive gear; 481. IV gear; 49. Low gear coupling sleeve; 491. Low gear adapter gear one; 492. Low gear adapter gear two;

[0031] 50. Transmission countershaft; 51. Splined end; 52. Multi-stage rotating sleeve; 521. Driven gear I; 522. Driven gear II; 523. Driven gear III; 524. Driven gear IV; 525. Low-gear drive gear; 526. High-gear meshing gear; 53. High and low-gear driven gears; 531. High-gear meshing sleeve; 54. Output gear one;

[0032] 60. Variable speed drive shaft; 61. Intermediate gear drive gear; 611. Intermediate gear drive engagement wheel; 62. Intermediate gear driven gear; 621. Intermediate gear driven engagement wheel; 63. Intermediate gear engagement sleeve. Detailed Implementation

[0033] The specific embodiments of this utility model will now be clearly and completely described in conjunction with the accompanying drawings.

[0034] In this embodiment, a multi-gear transmission system is assembled in a housing. Since this embodiment does not involve technical improvements to the housing, the description of the housing is omitted. In addition, the term "clutch engagement" as used below means that engagement or disengagement can be achieved through relative sliding.

[0035] like Figures 1-7 As shown, a multi-gear transmission system includes a reversing mechanism and a transmission mechanism. The reversing mechanism transmits power to the transmission main shaft 40 in the transmission mechanism and can change the rotation direction of the transmission main shaft 40 to realize the switching between forward and reverse gears in the transmission system. Specifically, the reversing mechanism includes a reversing main shaft 10, a reversing secondary shaft 20, and a reversing auxiliary shaft 30 arranged in parallel. The reversing main shaft 10 and the reversing secondary shaft 20 are rotatably arranged, while the reversing auxiliary shaft 30 is fixedly arranged. The reversing main shaft 10 is connected to the engine through a clutch mechanism and is coaxially arranged with the transmission main shaft 40 in the transmission mechanism.

[0036] A reversing gear 41 is fixedly connected to one end of the transmission main shaft 40 near the reversing main shaft 10. A reversing sleeve 42 is slidably engaged with the reversing gear 41. A reverse gear driven gear 43 is rotatably connected to the transmission main shaft 40 via a needle roller bearing. A reverse gear driven gear 43 is fixedly connected to the side of the reverse gear driven gear 43 facing the reversing gear 41, which engages with the reversing sleeve 42. A reversing drive gear 11 is fixedly connected to one end of the reversing main shaft 10 near the transmission main shaft 40. A reversing drive gear 41 is fixedly connected to the side of the reversing drive gear 11 facing the reversing gear 41, which engages with the reversing sleeve 42. The forward gear engagement wheel 111 engages with the engagement sleeve 42; the reverse gear coupling sleeve 22 is rotatably connected to the reversing auxiliary shaft 20 via needle roller bearings, one end of the reverse gear coupling sleeve 22 is fixedly connected to the reverse gear adapter gear 1 221, and the other end is fixedly connected to the reverse gear adapter gear 222; the reverse gear adapter gear 31 is rotatably connected to the reversing auxiliary shaft 30 via needle roller bearings, the reverse gear adapter gear 1 221 meshes with the reversing driving gear 11, the reverse gear adapter gear 222 meshes with the reverse gear adapter gear 31, and the reverse gear adapter gear 31 meshes with the reverse driven gear 43.

[0037] In this embodiment, the parameters of each gear in the reversing mechanism are as follows:

[0038] The reversing drive gear has 11 teeth, 2.5 modules, and 31 teeth.

[0039] Reverse gear adapter gear 121, 2.5 module, 32 teeth;

[0040] Reverse gear adapter gear 222, 2.5 module, 25 teeth;

[0041] Reverse gear adapter gear 31, 2.5 module, 21 teeth;

[0042] Reverse gear driven gear 43, 2.5 module, 26 teeth.

[0043] The working principle of the reversing mechanism is as follows:

[0044] When in forward gear, the sliding reversing engagement sleeve 42 engages with the forward gear engagement wheel 111. The power transmission route is: reversing main shaft 10—forward gear engagement wheel 111—reversing engagement sleeve 42—reversing engagement wheel 41—transmission main shaft 40. The transmission ratio between reversing main shaft 10 and transmission main shaft 40 is 1.

[0045] In reverse gear, the sliding reversing engagement sleeve 42 engages with the reverse gear engagement wheel 431. The power transmission route is as follows: reversing main shaft 10—reversing drive gear 11—reversing adapter gear 1 221—reversing coupling sleeve 22—reversing adapter gear 2 222—reversing adapter gear 3 31—reversing driven gear 43—reversing engagement wheel 431—reversing engagement sleeve 42—reversing engagement wheel 41—transmission main shaft 40. The transmission ratio between the reversing main shaft 10 and the transmission main shaft 40 is approximately 1.07 (32 / 31×21 / 25×26 / 21). It can be seen that the transmission ratio between the reversing main shaft 10 and the transmission main shaft 40 is almost equal in forward gear and reverse gear.

[0046] The speed change mechanism is used to change the input and output transmission ratio of the transmission system to achieve multi-level gear switching. Specifically, the speed change mechanism includes a speed change main shaft 40, a speed change secondary shaft 50 and a speed change auxiliary shaft 60 arranged in parallel. The speed change main shaft 40 and the speed change secondary shaft 50 are rotatably arranged, while the speed change auxiliary shaft 60 is fixedly arranged.

[0047] The transmission spindle 40 is sequentially fitted with a I-II gear coupling 44, a III gear drive gear 45, a III-IV gear meshing wheel 46, an IV gear drive gear 48, and a low gear coupling 49. The I-II gear coupling 44 slides with the external splines on the transmission spindle 40 via its internal splines. One end of the I-II gear coupling 44 is fixedly connected to the II gear drive gear 442, and the other end is fixedly connected to the I gear drive gear 441. The III-IV gear meshing wheel 46 is fixedly connected to the transmission spindle 40, and a III-IV gear meshing sleeve 47 slides on the III-IV gear meshing wheel 46. The drive gear 45, the IV gear drive gear 48, and the low gear coupling sleeve 49 are rotatably connected to the transmission main shaft 40 via needle roller bearings. The III gear drive gear 45 is fixedly connected to the III-IV gear meshing wheel 46 on the side facing the III-IV gear meshing wheel 46, which engages with the III-IV gear meshing sleeve 47. The IV gear drive gear 48 is fixedly connected to the IV gear meshing wheel 46 on the side facing the III-IV gear meshing wheel 46, which engages with the III-IV gear meshing sleeve 47. One end of the low gear coupling sleeve 49 is fixedly connected to the first low gear adapter gear 491, and the other end is fixedly connected to the second low gear adapter gear 492.

[0048] A multi-spindle rotating sleeve 52 and high / low gear driven gears 53 are fitted onto the transmission countershaft 50. The multi-spindle rotating sleeve 52 is rotatably connected to the transmission countershaft 50 via needle roller bearings. The multi-spindle rotating sleeve 52 is sequentially fixed with the following driven gears: II-gear driven gear 522, I-gear driven gear 521, III-gear driven gear 523, IV-gear driven gear 524, low-gear drive gear 525, and high-gear meshing gear 526. Specifically, I-gear driven gear 521 engages with I-gear drive gear 441, II-gear driven gear 522 engages with II-gear drive gear 442, III-gear driven gear 523 meshes with III-gear drive gear 45, and IV-gear driven gear 524 meshes with IV-gear drive gear 48. The low-gear drive gear 525 meshes with the low-gear adapter gear 491. The high-low gear driven gear 53 slides and meshes with the external spline on the transmission countershaft 50 through its internal spline teeth. The high-low gear driven gear 53 engages and disengages with the low-gear adapter gear 492. A high-gear engagement sleeve 531, which engages and disengages with the high-gear engagement wheel 526, is fixedly connected to the side of the high-gear driven gear 53 facing the high-gear engagement wheel 526. An output gear 54, which is a bevel gear, is fixedly connected to the end of the transmission countershaft 50 away from the reversing countershaft 20. The output gear 54 is used to drive the differential mechanism, and then transmits power to the rear wheels of the tractor through the differential mechanism.

[0049] Preferably, the transmission subshaft 50 and the reversing subshaft 20 are coaxially arranged. A spline sleeve 21 is fixedly provided at one end of the reversing subshaft 20 facing the transmission subshaft 50, and a spline end 51 is fixedly provided at the other end of the transmission subshaft 50 facing the reversing subshaft 20. The spline sleeve 21 and the spline end 51 are engaged in transmission. An output gear 23 is fixedly connected at the end of the reversing subshaft 20 away from the transmission subshaft 50. When the transmission subshaft 50 rotates, it can drive the reversing subshaft 20 to rotate synchronously. The output gear 23 is used to drive the transfer case. The transfer case is then driven to the tractor front axle via a drive shaft and drives the front wheels on the front axle to rotate, thereby realizing the four-wheel drive of the tractor.

[0050] A middle gear drive gear 61 and a middle gear driven gear 62 are rotatably connected to the transmission auxiliary shaft 60 via needle roller bearings. The middle gear drive gear 61 meshes with the third gear driven gear 523. The middle gear driven gear 62 is a long gear and slides in mesh with the high and low gear driven gears 53. A middle gear drive engagement wheel 611 is fixedly connected to the side of the middle gear drive gear 61 facing the middle gear driven gear 62. A middle gear driven engagement wheel 621 is fixedly connected to the side of the middle gear driven gear 62 facing the middle gear drive gear 61. A middle gear engagement sleeve 63 slides in mesh with the middle gear drive engagement wheel 611. The middle gear engagement sleeve 63 and the middle gear driven engagement wheel 621 are in a disengaging engagement relationship.

[0051] In this embodiment, the parameters of each gear in the transmission mechanism are as follows:

[0052] First gear drive gear 441, 3 modules, 16 teeth;

[0053] II gear drive gear 442, 3 modules, 21 teeth;

[0054] III-speed drive gear 45, 2.5 module, 32 teeth;

[0055] IV gear drive gear 48, 2.5 module, 37 teeth;

[0056] Low-end adapter gear 491, 2.5 module, 43 teeth;

[0057] Low-end adapter gear 2 492, 2.5mm module, 20 teeth;

[0058] First gear driven gear 521, 3 modules, 36 teeth;

[0059] Second gear driven gear 522, 3 modules, 32 teeth;

[0060] Ⅲ gear driven gear 523, 2.5 module, 31 teeth;

[0061] IV gear driven gear 524, 2.5 module, 26 teeth;

[0062] Low-end drive gear 525, 2.5 module, 20 teeth;

[0063] High and low gear driven gear 53, 2.5 module, 43 teeth;

[0064] Mid-range drive gear 61, 2.5 module, 43 teeth;

[0065] The intermediate driven gear has 62 teeth, 2.5 module, and 31 teeth.

[0066] The working principle of the speed change mechanism is as follows:

[0067] In low gear I, the sliding I-II gear coupling 44 engages the I gear drive gear 441 with the I gear driven gear 521, the III-IV gear engagement sleeve 47 is in neutral, the sliding high-low gear driven gear 53 engages with the low gear adapter gear 2 492, and the intermediate gear engagement sleeve 63 disengages from the intermediate gear driven engagement wheel 621. The power transmission route is: transmission main shaft 40 — I gear drive gear 441 — I gear driven gear 521 — multi-coupling sleeve 52 — low gear drive gear 525 — low gear adapter gear 1 491 — low gear coupling 49 — low gear adapter gear 2 492 — high-low gear driven gear 53 — transmission countershaft 50. The transmission ratio between the transmission main shaft 40 and the transmission countershaft 50 is 36 / 16 × 43 / 20 × 43 / 20 ≈ 10.4.

[0068] In intermediate gear (I), the sliding I-II gear coupling 44 engages the I-gear drive gear 441 with the I-gear driven gear 521, while the III-IV gear engagement sleeve 47 is disengaged. The high / low gear driven gear 53 disengages from the low gear adapter gear 492, and the high gear engagement sleeve 531 disengages from the high gear engagement wheel 526. The sliding intermediate gear engagement sleeve 63 engages with the intermediate gear driven wheel 621. The power transmission route is: transmission main shaft 40 — I-gear drive gear. Gear 441—Driven gear I; Gear 521—Multi-link rotating sleeve; Gear 52—Driven gear III; Gear 523—Middle gear driving gear; Gear 61—Middle gear driving meshing wheel; Gear 611—Middle gear meshing sleeve; Gear 63—Middle gear driven meshing wheel; Gear 621—Middle gear driven gear; Gear 62—High and low gear driven gear; Gear 53—Transmission countershaft 50; The transmission ratio between transmission main shaft 40 and transmission countershaft 50 = 36 / 16 × 43 / 31 × 43 / 31 ≈ 4.33;

[0069] In high-speed I gear, the sliding I-II gear coupling 44 engages the I gear drive gear 441 with the I gear driven gear 521, while the III-IV gear engagement sleeve 47 is disengaged. The sliding high-low gear driven gear 53 engages the high gear engagement sleeve 531 with the high gear engagement wheel 526, while the intermediate gear engagement sleeve 63 disengages from the intermediate gear driven wheel 621. The power transmission route is: transmission main shaft 40 — I gear drive gear 441 — I gear driven gear 521 — multi-coupling sleeve 52 — high gear engagement wheel 526 — high gear engagement sleeve 531 — high-low gear driven gear 53 — transmission countershaft 50. The transmission ratio between the transmission main shaft 40 and the transmission countershaft 50 is 36 / 16 = 2.25.

[0070] In low gear II, the sliding I-II gear coupling 44 engages the II gear drive gear 442 with the II gear driven gear 522, the III-IV gear engagement sleeve 47 is disengaged, the sliding high-low gear driven gear 53 engages with the low gear adapter gear 492, and the intermediate gear engagement sleeve 63 disengages from the intermediate gear driven engagement wheel 621. The power transmission route is: transmission main shaft 40—II gear drive gear 442—II gear driven gear 522—multi-coupling coupling 52—low gear drive gear 525—low gear adapter gear 1 491—low gear coupling 49—low gear adapter gear 2 492—high-low gear driven gear 53—transmission secondary shaft 50. The transmission ratio between the transmission main shaft 40 and the transmission secondary shaft 50 is 32 / 21×43 / 20×43 / 20≈7.04.

[0071] In intermediate gear II, the sliding I-II gear coupling 44 engages the II gear drive gear 442 with the II gear driven gear 522, while the III-IV gear engagement sleeve 47 is disengaged. The high / low gear driven gear 53 disengages from the low gear adapter gear 492, and the high gear engagement sleeve 531 disengages from the high gear engagement wheel 526. The sliding intermediate gear engagement sleeve 63 engages with the intermediate gear driven wheel 621. The power transmission route is: transmission main shaft 40 — II gear drive gear Gear 442—II gear driven gear 522—multi-link rotating sleeve 52—III gear driven gear 523—intermediate gear driving gear 61—intermediate gear driving meshing wheel 611—intermediate gear meshing sleeve 63—intermediate gear driven meshing wheel 621—intermediate gear driven gear 62—high and low gear driven gear 53—transmission countershaft 50, the transmission ratio between transmission main shaft 40 and transmission countershaft 50 = 32 / 21×43 / 31×43 / 31≈2.93;

[0072] In high-speed II gear, the sliding I-II gear coupling 44 engages the II gear drive gear 442 with the II gear driven gear 522, while the III-IV gear engagement sleeve 47 is disengaged. The sliding high-low gear driven gear 53 engages the high gear engagement sleeve 531 with the high gear engagement wheel 526, while the intermediate gear engagement sleeve 63 disengages from the intermediate gear driven wheel 621. The power transmission route is: transmission main shaft 40 — II gear drive gear 442 — II gear driven gear 522 — multi-coupling sleeve 52 — high gear engagement wheel 526 — high gear engagement sleeve 531 — high-low gear driven gear 53 — transmission countershaft 50. The transmission ratio between the transmission main shaft 40 and the transmission countershaft 50 is 32 / 21 ≈ 1.52.

[0073] In low gear III, the first gear drive gear 441 disengages from the first gear driven gear 521, and the second gear drive gear 442 disengages from the second gear driven gear 522. The sliding III-IV gear engagement sleeve 47 engages with the third gear engagement wheel 451. The sliding high / low gear driven gear 53 engages with the low gear adapter gear 492. The intermediate gear engagement sleeve 63 disengages from the intermediate gear driven gear 621. The power transmission route is: transmission main shaft 40—III- IV gear meshing wheel 46—III-IV gear meshing sleeve 47—III gear drive gear 45—III gear driven gear 523—multi-link rotating sleeve 52—low gear drive gear 525—low gear adapter gear one 491—low gear connecting sleeve 49—low gear adapter gear two 492—high and low gear driven gear 53—transmission countershaft 50, the transmission ratio between transmission main shaft 40 and transmission countershaft 50 = 31 / 32×43 / 20×43 / 20≈4.48;

[0074] In medium speed III gear, the I gear drive gear 441 disengages from the I gear driven gear 521, and the II gear drive gear 442 disengages from the II gear driven gear 522. The III-IV gear engagement sleeve 47 slides to engage with the III gear engagement wheel 451. The high / low gear driven gear 53 disengages from the low gear adapter gear 492, and the high gear engagement sleeve 531 disengages from the high gear engagement wheel 526. The intermediate gear engagement sleeve 63 slides to engage with the intermediate gear driven gear 621. The power transmission route is as follows: Transmission main shaft 40—III-IV gear meshing wheel 46—III-IV gear meshing sleeve 47—III gear drive gear 45—III gear driven gear 523—Intermediate gear drive gear 61—Intermediate gear drive meshing wheel 611—Intermediate gear meshing sleeve 63—Intermediate gear driven meshing wheel 621—Intermediate gear driven gear 62—High and low gear driven gear 53—Transmission secondary shaft 50, the transmission ratio between transmission main shaft 40 and transmission secondary shaft 50 = 31 / 32×43 / 31×43 / 31≈1.86;

[0075] In high-speed gear III, gear I drive gear 441 disengages from gear I driven gear 521, and gear II drive gear 442 disengages from gear II driven gear 522. Sliding gear III-IV engagement sleeve 47 engages with gear III engagement wheel 451. Sliding high-low gear driven gear 53 engages high gear engagement sleeve 531 with high gear engagement wheel 526. Medium gear engagement sleeve 63 disengages from medium gear driven gear 621. The power transmission route is: transmission main shaft 40 — gear III-IV engagement wheel 46 — gear III-IV engagement sleeve 47 — gear III drive gear 45 — gear III driven gear 523 — multi-link rotating sleeve 52 — high gear engagement wheel 526 — high gear engagement sleeve 531 — high-low gear driven gear 53 — transmission countershaft 50. The transmission ratio between transmission main shaft 40 and transmission countershaft 50 is 31 / 32 ≈ 0.97.

[0076] In low gear IV, the I-gear drive gear 441 disengages from the I-gear driven gear 521, and the II-gear drive gear 442 disengages from the II-gear driven gear 522. The III-IV gear engagement sleeve 47 is slid to engage with the IV-gear engagement wheel 481. The high / low gear driven gear 53 is slid to engage with the low-gear transition gear 492. The intermediate gear engagement sleeve 63 disengages from the intermediate gear driven gear 621. The power transmission route is: transmission main shaft 40—III- IV gear meshing wheel 46—III-IV gear meshing sleeve 47—IV gear drive gear 48—IV gear driven gear 524—multi-link rotating sleeve 52—low gear drive gear 525—low gear adapter gear one 491—low gear connecting sleeve 49—low gear adapter gear two 492—high and low gear driven gear 53—transmission countershaft 50, the transmission ratio between transmission main shaft 40 and transmission countershaft 50 = 26 / 37×43 / 20×43 / 20≈3.25;

[0077] In intermediate gear IV, the I-gear drive gear 441 disengages from the I-gear driven gear 521, and the II-gear drive gear 442 disengages from the II-gear driven gear 522. The III-IV gear engagement sleeve 47 slides to engage with the IV-gear engagement wheel 481. The high / low gear driven gear 53 disengages from the low-gear transition gear 492, and the high-gear engagement sleeve 531 disengages from the high-gear engagement wheel 526. The intermediate gear engagement sleeve 63 slides to engage with the intermediate gear driven gear 621. The power transmission route is: transmission main shaft 40—III- IV gear meshing wheel 46—III-IV gear meshing sleeve 47—IV gear drive gear 48—IV gear driven gear 524—Multi-link rotating sleeve 52—III gear driven gear 523—Intermediate gear drive gear 61—Intermediate gear drive meshing wheel 611—Intermediate gear meshing sleeve 63—Intermediate gear driven meshing wheel 621—Intermediate gear driven gear 62—High and low gear driven gear 53—Transmission countershaft 50, the transmission ratio between transmission main shaft 40 and transmission countershaft 50 = 26 / 37×43 / 31×43 / 31≈1.35;

[0078] In high-speed IV gear, the I gear drive gear 441 disengages from the I gear driven gear 521, and the II gear drive gear 442 disengages from the II gear driven gear 522. The III-IV gear engagement sleeve 47 is slidable to engage with the IV gear engagement wheel 481. The high-low gear driven gear 53 is slidable to engage the high gear engagement sleeve 531 with the high gear engagement wheel 526. The intermediate gear engagement sleeve 63 disengages from the intermediate gear driven gear 621. The power transmission route is: transmission main shaft 40 — III-IV gear engagement wheel 46 — III-IV gear engagement sleeve 47 — IV gear drive gear 48 — IV gear driven gear 524 — multi-link rotating sleeve 52 — high gear engagement wheel 526 — high gear engagement sleeve 531 — high-low gear driven gear 53 — transmission countershaft 50. The transmission ratio between the transmission main shaft 40 and the transmission countershaft 50 is approximately 26 / 37 ≈ 0.7.

[0079] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are only illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from the spirit and scope of this utility model, and all such changes and modifications fall within the scope of this utility model as claimed.

Claims

1. A multi-gear transmission system, comprising a reversing mechanism and a speed-changing mechanism, characterized in that: The reversing mechanism includes a reversing main shaft (10), a reversing secondary shaft (20), and a reversing auxiliary shaft (30) arranged in parallel. The speed change mechanism includes a speed change main shaft (40), a speed change secondary shaft (50), and a speed change auxiliary shaft (60) arranged in parallel. The reversing main shaft (10) and the speed change main shaft (40) are coaxially arranged. A reversing engagement wheel (41) is fixedly connected to one end of the transmission main shaft (40) near the reversing main shaft (10). A reversing engagement sleeve (42) is slidably engaged on the reversing engagement wheel (41). A reverse driven gear (43) is rotatably connected to the transmission main shaft (40). A reverse engagement wheel (431) that engages with the reversing engagement sleeve (42) is fixedly connected to the reverse driven gear (43). The reversing main shaft (10) is fixedly connected to a reversing drive gear (11) at one end near the transmission main shaft (40), and a forward gear engagement wheel (111) is fixedly connected to the reversing drive gear (11) to engage with the reversing engagement sleeve (42). A reverse gear coupling sleeve (22) is rotatably connected to the reversing secondary shaft (20). One end of the reverse gear coupling sleeve (22) is fixedly connected to a reverse gear adapter gear one (221), and the other end is fixedly connected to a reverse gear adapter gear two (222). A reverse gear adapter gear three (31) is rotatably connected to the reversing auxiliary shaft (30). The reverse gear adapter gear one (221) meshes with the reversing driving gear (11), and the reverse gear adapter gear three (31) meshes with the reverse gear adapter gear two (222) and the reverse driven gear (43) respectively. The transmission spindle (40) is also sequentially fitted with a I-II gear coupling sleeve (44), a III gear drive gear (45), a III-IV gear meshing wheel (46), an IV gear drive gear (48), and a low gear coupling sleeve (49). The I-II gear coupling sleeve (44) is slidably engaged with the transmission spindle (40). One end of the I-II gear coupling sleeve (44) is fixedly connected to the II gear drive gear (442), and the other end is fixedly connected to the I gear drive gear (441). The III-IV gear meshing wheel (46) is fixedly connected to the transmission spindle (40), and the III-IV gear meshing wheel (46) is slidably engaged with the III-IV gear meshing wheel. The gear sleeve (47) is rotatably connected to the gear transmission main shaft (40) by the III-IV gear drive gear (45), the IV gear drive gear (48) and the low gear coupling sleeve (49). The III gear drive gear (45) is fixedly connected to the III gear engagement wheel (451) which engages with the III-IV gear engagement sleeve (47). The IV gear drive gear (48) is fixedly connected to the IV gear engagement wheel (481) which engages with the III-IV gear engagement sleeve (47). One end of the low gear coupling sleeve (49) is fixedly connected to the first low gear adapter gear (491) and the other end is fixedly connected to the second low gear adapter gear (492). A multi-spindle sleeve (52) and high / low gear driven gears (53) are fitted onto the transmission sub-shaft (50). The multi-spindle sleeve (52) is rotatably connected to the transmission sub-shaft (50). The multi-spindle sleeve (52) is fixedly connected to the following gears: II-gear driven gear (522), I-gear driven gear (521), III-gear driven gear (523), IV-gear driven gear (524), low-gear drive gear (525), and high-gear meshing gear (526). The I-gear driven gear (521) engages with the I-gear drive gear (441), the II-gear driven gear (522) engages with the II-gear drive gear (442), and the III-gear driven gear (524) engages with the IV-gear drive gear (525). Gear (523) meshes with the III gear drive gear (45), the IV gear driven gear (524) meshes with the IV gear drive gear (48), the low gear drive gear (525) meshes with the low gear adapter gear one (491), the high and low gear driven gear (53) slides and meshes with the transmission shaft (50), the high and low gear driven gear (53) engages with the low gear adapter gear two (492), a high gear engagement sleeve (531) that engages with the high gear engagement wheel (526) is fixedly connected to the high and low gear driven gear (53), and an output gear one (54) is fixedly connected to the transmission shaft (50). A middle gear drive gear (61) and a middle gear driven gear (62) are rotatably connected to the transmission auxiliary shaft (60). The middle gear drive gear (61) meshes with the third gear driven gear (523). The middle gear driven gear (62) is a long gear and slides with the high and low gear driven gears (53). A middle gear drive engagement wheel (611) is fixedly connected to the side of the middle gear drive gear (61) facing the middle gear driven gear (62). A middle gear driven engagement wheel (621) is fixedly connected to the side of the middle gear driven gear (62) facing the middle gear drive gear (61). A middle gear engagement sleeve (63) slides on the middle gear drive engagement wheel (611). The middle gear engagement sleeve (63) and the middle gear driven engagement wheel (621) are engaged and disengaged.

2. The multi-gear transmission system according to claim 1, characterized in that: The reversing drive gear (11), reverse gear adapter gear one (221), reverse gear adapter gear two (222), reverse gear adapter gear three (31), and reverse gear driven gear (43) all have a module of 2.

5.

3. The multi-gear transmission system according to claim 2, characterized in that: The number of teeth of the reversing drive gear (11), reverse gear adapter gear one (221), reverse gear adapter gear two (222), reverse gear adapter gear three (31), and reverse gear driven gear (43) are 31, 32, 25, 21, and 26 respectively.

4. The multi-gear transmission system according to claim 1, characterized in that: The module of each of the following gears is 3: I-gear drive gear (441), II-gear drive gear (442), I-gear driven gear (521), and II-gear driven gear (522). The module of each of the following gears is 2.5: III-gear drive gear (45), IV-gear drive gear (48), low-gear adapter gear one (491), low-gear adapter gear two (492), III-gear driven gear (523), IV-gear driven gear (524), low-gear drive gear (525), high-low gear driven gear (53), medium-gear drive gear (61), and medium-gear driven gear (62).

5. A multi-gear transmission system according to claim 4, characterized in that: The number of teeth of the following gears are as follows: I-gear drive gear (441), II-gear drive gear (442), III-gear drive gear (45), IV-gear drive gear (48), low-gear adapter gear one (491), low-gear adapter gear two (492), I-gear driven gear (521), II-gear driven gear (522), III-gear driven gear (523), IV-gear driven gear (524), low-gear drive gear (525), high-low gear driven gear (53), medium-gear drive gear (61), and medium-gear driven gear (62).

6. A multi-gear transmission system according to claim 1, characterized in that: The speed change subshaft (50) is coaxially arranged with the reversing subshaft (20). A spline sleeve (21) is fixedly provided on the reversing subshaft (20), and a spline end (51) is fixedly provided on the speed change subshaft (50). The spline sleeve (21) and the spline end (51) are engaged in transmission. An output gear two (23) is fixedly connected to the reversing subshaft (20).

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