Novel angle transmission speed change device

Abstract

The utility model discloses a novel angle transmission speed change device, which is characterized in that the front end of a speed change main box is provided with an angle transmission auxiliary box with a single speed ratio, the angle transmission auxiliary box comprises a power shaft, the power shaft is connected with a main shaft of the speed change main box through a bevel gear pair, and the speed change main box is also provided with an auxiliary shaft; a reverse gear set, a plurality of forward gear sets and matched gear shifting gear sleeves are arranged on the main shaft and the auxiliary shaft, the rear end of the auxiliary shaft is connected with an output driving shaft of the speed change main box, and a gear selecting and shifting device is further arranged on the speed change main box. Due to the fact that the angle transmission auxiliary box only has one speed ratio, a gear shifting device is not needed, the structure of the angle transmission auxiliary box is simplified, and arrangement of the whole vehicle is more convenient.

Description

Technical Field

[0001] This utility model relates to the field of automotive transmission technology, and in particular to a novel angular transmission speed change device. Background Technology

[0002] Current right-angle transmissions used in motor vehicles achieve right-angle power transmission by adding a two-speed angled transmission auxiliary gearbox before a traditional 5-speed transmission. In traditional transmissions, the input shaft is directly connected to the engine, and the gear ratios of the transmission are rationally matched with the rear axle final drive ratio to meet the vehicle's performance requirements from low-speed start-up to medium-to-high-speed driving. However, with angled transmissions, the speed reduction and torque increase from the engine output speed to the clutch output end is very large (around a 2:1 ratio). The combined gear ratios of the traditional 5-speed transmission and the angled transmission auxiliary gearbox are difficult to match with the vehicle's overall gear ratios. Therefore, when adding the angled transmission auxiliary gearbox at the front of the main transmission, two different gear ratios must be designed to match the main transmission. This requires an additional shifting device for the angled transmission auxiliary gearbox, creating 10 forward gear ratios, half of which overlap in actual use, effectively making it a 5-speed transmission. This type of transmission is not only complex to operate but also has low transmission efficiency and high production costs. Utility Model Content

[0003] The purpose of this invention is to solve the problem that the overall speed ratio of the existing transmission, after combining the speed ratio step and the speed ratio of the angular transmission auxiliary gearbox, is difficult to match with the whole vehicle. When adding an angular transmission auxiliary gearbox at the front end of the transmission, two speed ratios need to be designed to match the main transmission to meet the vehicle matching requirements. The angular transmission auxiliary gearbox also requires an additional shifting device, which not only makes the structure complex but also causes speed ratio overlap. This invention provides a new type of angular transmission transmission device that reduces one shifting control device, simplifies the structure of the angular transmission auxiliary gearbox, has high transmission efficiency, is easy to operate, and reduces production costs.

[0004] The technical solution adopted by this utility model to solve the above-mentioned technical problems is a novel angle transmission gearbox, including a main gearbox and a single-ratio angle transmission auxiliary gearbox at the front end of the main gearbox. The angle transmission auxiliary gearbox includes a power shaft, which is connected to the main shaft of the main gearbox via a bevel gear pair. The main gearbox also includes a secondary shaft, on which a reverse gear set, multiple forward gear sets, and matching shift gear sleeves are mounted. The rear end of the secondary shaft is connected to the output drive shaft of the main gearbox. The main gearbox also includes a gear selection and shifting device. This utility model adopts a multi-gear design, providing multiple forward gears and one reverse gear to meet the power requirements under different working conditions. The angle transmission auxiliary gearbox changes the direction of power transmission through the bevel gear pair, adapting to different structural layouts. The angle transmission auxiliary gearbox adopts a single-ratio design, simplifying the system, eliminating the need for a shifting device, simplifying the structure of the angle transmission auxiliary gearbox, and making it easier for the vehicle to arrange. The multiple forward gears can have their speed ratios optimized and subdivided in a stepped manner, which is more conducive to energy saving and emission reduction of the whole vehicle and improves transmission efficiency.

[0005] Preferably, the main shaft has a segmented structure, including a front main shaft and a rear main shaft. The front end of the front main shaft is mounted on the housing of the angle transmission auxiliary gearbox, and the rear end of the front main shaft is connected to the front end of the rear main shaft via a spline and fixed to the housing of the transmission main gearbox via a bearing. The rear end of the rear main shaft is rotatably connected to the output drive shaft.

[0006] Preferably, the drive shaft is provided with a driving bevel gear and the main shaft is provided with a driven bevel gear. The driving bevel gear and the driven bevel gear form an angular transmission gear pair, and the included angle between the drive shaft and the main shaft is 90°.

[0007] Preferably, the drive shaft is equipped with a clutch, and the clutch is equipped with a clutch release arm and a release bearing.

[0008] Preferably, the reverse gear set is located on the side of the main gearbox near the auxiliary gearbox, and the ramp gear set is located on the side of the reverse gear set away from the auxiliary gearbox. A ramp / reverse gear seat and a ramp / reverse gear sleeve are provided between the reverse gear set and the ramp gear set, and the ramp / reverse gear seat and the ramp / reverse gear sleeve are located on the countershaft.

[0009] Furthermore, a second gear set is provided on the side of the climbing gear set away from the reverse gear set, and a first gear set is provided on the side of the second gear set away from the climbing gear set. A 1 / 2 gear seat and a 1 / 2 gear sleeve are provided between the second gear set and the first gear set, and the 1 / 2 gear seat and the 1 / 2 gear sleeve are provided on the countershaft.

[0010] Furthermore, a fourth gear set is provided on the side of the first gear set away from the second gear set, and a third gear set is provided on the side of the fourth gear set away from the first gear set. A third / fourth gear seat and a third / fourth gear sleeve are provided between the fourth gear set and the third gear set, and the third / fourth gear seat and the third / fourth gear sleeve are mounted on the main shaft.

[0011] Furthermore, a 6th gear set is provided on the side of the 3rd gear set away from the 4th gear set, and a 5th gear set is provided on the side of the 6th gear set away from the 3rd gear set. A 5 / 6th gear seat and a 5 / 6th gear sleeve are provided between the 6th gear set and the 5th gear set, and the 5 / 6th gear seat and the 5 / 6th gear sleeve are mounted on the main shaft.

[0012] Preferably, the 5th gear set and the output drive shaft are in constant mesh, and when the 5th / 6th gear sleeve is engaged with the 6th gear set, the speed of the output drive shaft is greater than the speed of the main shaft.

[0013] Furthermore, the gear selection and shifting device is located in the middle of the transmission main gearbox, including a gear selection arm and a shifting arm. The gear selection arm includes climbing / reverse gear, 1 / 2 gear, 3 / 4 gear and 5 / 6 gear. The shifting angle of the gear selection arm between two adjacent gears is 11.5 degrees; the shifting angle of the shifting arm is ±10 degrees.

[0014] Preferably, the transmission master gearbox is equipped with a neutral signal switch assembly and a reverse gear switch signal assembly. The neutral signal switch assembly is located on one side of the shift arm, and the reverse gear signal switch assembly is located on the outside of the ramp / reverse gear sleeve on the transmission master gearbox.

[0015] Preferably, the main gearbox is equipped with a power take-off assembly, which is connected to the second gear set of the main gearbox via a transmission gear.

[0016] The beneficial effects of this utility model are:

[0017] 1. The use of an angle transmission auxiliary gearbox simplifies the overall vehicle layout. Since the front angle transmission auxiliary gearbox has only one speed ratio, there is no need for a shifting device, thus saving a shifting mechanism for the entire vehicle.

[0018] 2. Eliminating a gear shift control device makes the vehicle operation more convenient and simple for users.

[0019] 3. With one less gear shift control device, the overall weight of the box is lighter, less material is used, energy is saved, and it is more conducive to reducing the overall cost of the vehicle.

[0020] 4. High transmission efficiency, energy saving and emission reduction. The transmission has 7 forward gears and 1 reverse gear, effectively adding 2 more forward gears. The gear ratios are reasonably subdivided, making the vehicle more fuel-efficient. There is no high-low gear shifting action like in a traditional gearbox; shifting is direct, responsive, and with short power interruption times, which also contributes to energy saving and emission reduction.

[0021] 5. Due to the absence of a shifting mechanism, the overall appearance of this novel angle transmission speed change device is simpler, more aesthetically pleasing, and more elegant. Attached Figure Description

[0022] Figure 1This is a schematic diagram of the external structure of a new type of angle transmission speed change device.

[0023] Figure 2 This is a structural cross-sectional view of a new type of angular transmission speed change device.

[0024] Figure 3 This is a schematic diagram of the gear selection position of the new type of angle transmission speed change device.

[0025] Figure 4 This is a schematic diagram of the shifting positions of a new type of angle transmission speed changer.

[0026] Figure 5 This is a schematic diagram of the gear arrangement of a new type of angle transmission speed change device.

[0027] In the diagram: 1. Main gearbox, 2. Auxiliary gearbox, 3. Power shaft, 4. Main shaft, 5. Countershaft, 6. Reverse gear set, 7. Output drive shaft, 8. Driving bevel gear, 9. Driven bevel gear, 10. Climbing gear set, 11. Climbing / Reverse gear sleeve, 12. 2nd gear set, 13. 1st gear set, 14. 1 / 2nd gear sleeve, 15. 4th gear set, 16. 3rd gear set, 17. 3 / 4th gear sleeve, 18. 6th gear set, 19. 5th gear set, 20. 5 / 6th gear sleeve, 21. Clutch helical push rod, 22. Release arm, 23. Release bearing, 24. Front main shaft, 25. Rear main shaft, 26. Gear selector arm, 27. Gear shift arm, 28. Neutral signal switch assembly, 29. Reverse switch signal assembly, 30. Power take-off assembly. Detailed Implementation

[0028] The specific implementation methods of the present invention will be further described below through examples and in conjunction with the accompanying drawings.

[0029] Example

[0030] exist Figure 1 Figure 2 In the embodiment shown, a novel angle transmission gearbox includes a main gearbox 1. The front end of the main gearbox 1 is provided with an angle transmission auxiliary gearbox 2 with a single speed ratio. The angle transmission auxiliary gearbox 2 includes a power shaft 3, which is connected to the main shaft 4 of the main gearbox 1 via a bevel gear pair. The main gearbox 1 is also provided with a secondary shaft 5. The main shaft 4 and the secondary shaft 5 are provided with a reverse gear set 6, multiple forward gear sets, and a matching shift gear sleeve. The rear end of the secondary shaft 5 is connected to the output drive shaft 7 of the main gearbox 1. The main gearbox 1 is also provided with a gear selection and shifting device.

[0031] This utility model's transmission main gearbox 1 includes a main shaft 4 and a countershaft 5. The main shaft 4 and countershaft 5 are equipped with a reverse gear set 6 and multiple forward gear sets. Each gear set is fitted with a matching shift gear sleeve for switching between different gears. A single-ratio angle transmission auxiliary gearbox 2 is installed at the front end of the transmission main gearbox 1 and includes a drive shaft 3 connected to the main shaft 4 of the transmission main gearbox 1 via a bevel gear pair. The angle transmission auxiliary gearbox 2 is used to change the direction and speed ratio of power transmission. An output drive shaft 7 is connected to the rear end of the countershaft 5 for transmission, outputting the changed power to the wheels.

[0032] The working principle of this utility model is as follows: Power enters the angular transmission auxiliary gearbox 2 through the power shaft 3, and after being reduced in speed and changed in direction by the bevel gear pair, it is transmitted to the main shaft 4 of the transmission main gearbox 1. Gear shifting: The shift gear sleeve switches between different gear pairs on the main shaft 4 and the auxiliary shaft 5 to realize the change of reverse gear and multiple forward gears; the movement of the shift gear sleeve is controlled by the gear lever or the automatic control system; the power after the gear change is transmitted to the output drive shaft 7 through the auxiliary shaft 5, and the output drive shaft 7 outputs the power to the subsequent mechanical system, such as the car drive wheels.

[0033] This utility model adopts a multi-gear design, providing multiple forward gears and one reverse gear to meet the power requirements under different working conditions. The angle transmission auxiliary gearbox changes the power transmission direction through a bevel gear pair, adapting to different structural layouts. The angle transmission auxiliary gearbox uses a single speed ratio design, simplifying the system, eliminating the need for a shifting device, simplifying the structure of the angle transmission auxiliary gearbox, and making it easier to arrange in the vehicle. The speed ratios of the multiple forward gears can be optimized and subdivided in a stepped manner, which is more conducive to energy saving and emission reduction of the whole vehicle and improves transmission efficiency.

[0034] In a preferred embodiment, the drive shaft 3 is provided with a driving bevel gear 8, and the main shaft 4 is provided with a driven bevel gear 9. The driving bevel gear 8 and the driven bevel gear 9 mesh to form an angular transmission gear pair, and the included angle between the drive shaft 3 and the main shaft 4 is 90°. In this embodiment, both the driving bevel gear and the driven bevel gear are spiral bevel gears.

[0035] In this embodiment, the driving bevel gear 8 is mounted on the power shaft 3, and the driven bevel gear 9 is mounted on the main shaft 4; that is, the constant mesh gear pair of the angular transmission consists of the driving bevel gear 8 and the driven bevel gear 9, which mesh with each other to form a fixed 90° angle. The engine's power enters through the power shaft 3 and is transmitted through the driving bevel gear 8; due to the meshing between the driving bevel gear 8 and the driven bevel gear 9, the power transmission direction is changed by 90°. The power after the direction change is transmitted to the main shaft 4 through the driven bevel gear 9 to continue the subsequent speed change operation.

[0036] This invention achieves a 90° change in power transmission direction through the meshing of spiral bevel gears, adapting to different mechanical layout requirements. The driving bevel gear 8 and driven bevel gear 9 remain meshed at all times, ensuring continuous and reliable power transmission. The angular transmission auxiliary gearbox adopts a single speed ratio design, simplifying the system, eliminating the need for a shifting device, simplifying the gearbox structure, and facilitating vehicle layout. The spiral bevel gear design provides efficient power transmission and reduces energy loss. It enables efficient power transmission within a limited space, improving the overall system operating efficiency.

[0037] In this embodiment, the reverse gear set 6 is located on the side of the main transmission 1 closest to the auxiliary transmission 2, and the crawler gear set 10 is located on the side of the reverse gear set 6 furthest from the auxiliary transmission 2. A crawler / reverse gear seat and a crawler / reverse gear sleeve 11 are provided between the reverse gear set 6 and the crawler / reverse gear set 10, and are mounted on the countershaft. The reverse gear set 6 is used to realize the reverse gear function of the vehicle. When reversing is required, power is transmitted in the reverse direction through the reverse gear set 6, causing the countershaft to reverse, and the vehicle can move backward. The climbing gear set 10 is used to provide greater torque output so that the vehicle can obtain sufficient power when climbing hills or under heavy loads. The climbing / reverse gear seat and climbing / reverse gear sleeve are mounted on the countershaft and are used to switch between reverse and climbing gears. By moving the gear sleeve, either the reverse gear set 6 or the climbing gear set 10 can be selectively engaged, thus achieving different gear functions. In this embodiment, the gear sleeve in the middle position is in neutral. When the climbing / reverse gear sleeve moves to the right, the transmission engages climbing gear; when the gear sleeve moves to the left, reverse gear is engaged.

[0038] Furthermore, a second gear set 12 is provided on the side of the climbing gear set 10 away from the reverse gear set 6, and a first gear set 13 is provided on the side of the second gear set 12 away from the climbing gear set 6. A 1 / 2 gear seat and a 1 / 2 gear sleeve 14 are provided between the second gear set 12 and the first gear set 13. The 1 / 2 gear seat and the 1 / 2 gear sleeve are provided on the countershaft.

[0039] In this embodiment, the climbing gear set 10 is located on the side of the reverse gear set 6 away from the angle transmission auxiliary housing 2. The second gear set 12 is located on the side of the climbing gear set 10 away from the reverse gear set 6. The first gear set 13 is located on the side of the second gear set 12 away from the climbing gear set 10. The 1 / 2 gear seat and 1 / 2 gear sleeve 14 are located between the second gear set 12 and the first gear set 13. The climbing gear set 10 provides greater torque output to ensure sufficient power for the vehicle when climbing or under heavy load. The second gear set 12 provides moderate torque and speed output suitable for general driving conditions, while the first gear set 13 provides higher torque output suitable for low-speed driving or starting. The 1 / 2 gear seat and 1 / 2 gear sleeve are mounted on the countershaft to switch between first and second gear. By moving the gear sleeve, the first gear set 13 or the second gear set 12 can be selectively engaged, thus achieving different gear functions. When the gear sleeve is in the middle position, it is in neutral. When the gear sleeve moves to the right, it engages first gear; when the gear sleeve moves to the left, it engages second gear.

[0040] Furthermore, a fourth gear set 15 is provided on the side of the first gear set 13 away from the second gear set, and a third gear set 16 is provided on the side of the fourth gear set 15 away from the first gear set 13. A third / fourth gear seat and a third / fourth gear sleeve 17 are provided between the fourth gear set 15 and the third gear set 16. The third / fourth gear seat and the third / fourth gear sleeve are mounted on the main shaft.

[0041] In this embodiment, the first gear set 13 is located on the side of the second gear set 12 away from the climbing gear set 10. The fourth gear set 15 is located on the side of the first gear set 13 away from the second gear set 12. The third gear set 16 is located on the side of the fourth gear set 15 away from the first gear set 13. The third / fourth gear housing and the third / fourth gear sleeve 17 are located between the fourth gear set 15 and the third gear set 16. The first gear set 13 provides higher torque output and is suitable for low-speed driving or starting. The fourth gear set 15 provides lower torque and higher speed output and is suitable for high-speed driving. The third gear set 16 provides moderate torque and speed output and is suitable for medium-speed driving. The third / fourth gear housing and the third / fourth gear sleeve are mounted on the main shaft and are used to switch between third and fourth gear. When the gear sleeve is in the middle position, it is in neutral. When the gear sleeve moves to the right, it engages third gear, and when it moves to the left, it engages fourth gear. By moving the gear sleeve, the 3rd gear set 16 or the 4th gear set 15 can be selectively engaged, thereby achieving the function of different gears.

[0042] Furthermore, a 6th gear set 18 is provided on the side of the 3rd gear set 16 away from the 4th gear set 15, and a 5th gear set 19 is provided on the side of the 6th gear set 18 away from the 3rd gear set 16. A 5th / 6th gear seat and a 5th / 6th gear sleeve 20 are provided between the 6th gear set 18 and the 5th gear set 19. The 5th / 6th gear seat and the 5th / 6th gear sleeve 20 are mounted on the main shaft.

[0043] In this embodiment, the 3rd gear set 16 is located on the side of the 4th gear set 15 away from the 1st gear set 13, the 6th gear set 18 is located on the side of the 3rd gear set 16 away from the 4th gear set 15, and the 5th gear set 19 is located on the side of the 6th gear set 18 away from the 3rd gear set 16. The 5th / 6th gear housing and the 5th / 6th gear sleeve 20 are located between the 6th gear set 18 and the 5th gear set 19. The 3rd gear set 16 provides moderate torque and speed output, suitable for medium-speed driving; the 6th gear set 18 provides lower torque and higher speed output, suitable for high-speed driving; and the 5th gear set 19 provides moderate torque and speed output, suitable for medium-to-high-speed driving. The 5th / 6th gear housing and the 5th / 6th gear sleeve 20 are mounted on the main shaft to enable switching between 5th and 6th gear. When the gear sleeve is in the middle position, it is in neutral; when the gear sleeve moves to the right, it engages 5th gear; and when it moves to the left, it engages 6th gear.

[0044] In a preferred embodiment, the 5th gear set 19 and the output drive shaft 7 are in constant mesh. When the 5th / 6th gear sleeve 20 is engaged with the 6th gear set 18, the rotational speed of the output drive shaft 7 is greater than the rotational speed of the main shaft 4.

[0045] In this embodiment, the 5th gear set 19 and the output drive shaft 7 adopt a constant mesh structure, meaning they are always engaged and will not disengage. Because the 5th gear set 19 and the output drive shaft 7 are constantly meshed, when 5th gear is selected, power is directly transmitted from the 5th gear set 19 to the output drive shaft 7, achieving power transmission. When the 5th / 6th gear sleeve 20 engages with the 6th gear set 18, power is transmitted through the 6th gear set 18 to the 5th / 6th gear sleeve 20, and then to the output drive shaft 7. At this time, the speed of the output drive shaft 7 is greater than the speed of the main shaft 4, indicating that the gear ratio of the 6th gear set 18 increases the speed of the output drive shaft 7, thus achieving overdrive. The constant mesh structure of the 5th gear set 19 and the output drive shaft 7 ensures the reliability of power transmission. The engagement of the 6th gear set 18 and the 5th / 6th gear sleeve 20 achieves overdrive, making the speed of the output drive shaft 7 greater than the speed of the main shaft 4, suitable for high-speed driving. Overdrive can reduce engine speed, thus reducing fuel consumption and noise. This embodiment, through the constant meshing structure of the 5th gear set 19 and the output drive shaft 7, and the engagement of the 5th / 6th gear sleeve 20 and the 6th gear set 18, enables the transmission to provide efficient power transmission under various operating conditions. In particular, overdrive is achieved in 6th gear, improving the vehicle's high-speed performance.

[0046] In a preferred embodiment, a clutch helical push rod 21 is provided on the input shaft 3, and the clutch helical push rod 21 is provided with a clutch release arm 22 and a release bearing 23. The input shaft 3 is the main component for power input. The clutch helical push rod 21 is mounted on the input shaft 3, and the coupling between the release arm 22 and the release bearing 23 is used to control the transmission and interruption of power. The clutch release arm 22 is mounted on the clutch helical push rod 21 and is used to operate the clutch disengagement. The release bearing 23 is also mounted on the clutch helical push rod 21 to reduce friction and help the clutch release arm 22 operate the clutch more smoothly. When the clutch helical push rod 21 is in the free position, power is transmitted from the input shaft 3 to the subsequent gear system to realize power transmission. When it is necessary to interrupt power transmission, the clutch release arm 22 is operated to move the helical push rod axially to push the release bearing 23, thereby disengaging the clutch between the engine and the transmission input shaft, thus cutting off power transmission. The main function of the clutch helical push rod 21 is to control the transmission and interruption of engine power, ensuring smooth switching when needed.

[0047] In a preferred embodiment, the main shaft 4 has a two-section structure, including a front main shaft 24 and a rear main shaft 25. The front end of the front main shaft 24 is disposed on the housing of the angle transmission auxiliary gearbox 2. The rear end of the front main shaft 24 is connected to the front end of the rear main shaft 25 by a spline and fixed to the housing of the transmission main gearbox 1 by a bearing. The rear end of the rear main shaft 25 is rotatably connected to the output drive shaft 7.

[0048] In this embodiment, the main shaft 4 consists of two sections: a front main shaft 24 and a rear main shaft 25. The front end of the front main shaft 24 is mounted on the housing of the angle transmission auxiliary gearbox 2, and the rear end is connected to the front end of the rear main shaft 25 via a spline and fixed to the housing of the transmission main gearbox 1 via bearings.

[0049] In this embodiment, the front end of the rear main shaft 25 is connected to the rear end of the front main shaft 24 via a spline, and the rear end of the rear main shaft 25 is rotatably connected to the output drive shaft 7. Power is transmitted from the angle transmission auxiliary box 2 to the front main shaft 24, then to the rear main shaft 25 via a spline, and finally to the output drive shaft 7 via the rear end of the rear main shaft 25. The front end of the front main shaft 24 is fixed to the housing of the angle transmission auxiliary box 2 to ensure stable power transmission; the rear end of the front main shaft 24 is connected to the front end of the rear main shaft 25 via a spline and is fixed to the housing of the transmission main box 1 via a bearing to ensure reliable connection and flexible rotation. The rear end of the rear main shaft 25 is rotatably connected to the output drive shaft 7 to ensure smooth power transmission to the output drive shaft 7. The main shaft 4 of this utility model adopts a two-section design, which facilitates installation and maintenance, and improves the flexibility and reliability of the system. The front main shaft 24 and the rear main shaft 25 are connected by a spline to ensure efficient and stable power transmission. The rear end of the front spindle 24 is fixed to the housing of the transmission main gearbox 1 by bearings, which reduces friction and improves the smoothness of rotation.

[0050] In a preferred embodiment, the gear selection and shifting device is located in the middle of the main gearbox 1, including a gear selection arm 26 and a shifting arm 27. The gear selection arm 26 includes crawl / reverse gear, 1 / 2 gear, 3 / 4 gear and 5 / 6 gear. The rotation angle of the gear selection arm 26 between two adjacent gears is 11.5 degrees. The rotation angle of the shifting arm 27 is ±10 degrees.

[0051] In this embodiment, the gear selection and shifting device is located in the middle of the main transmission 1, including a gear selection arm 26 and a shifting arm 27. The gear selection arm 26 includes four gear positions: crawl / reverse, 1 / 2, 3 / 4, and 5 / 6. The rotation angle of the gear selection arm 26 between two adjacent gears when shifting one gear is 11.5 degrees (see...). Figure 4 The rotation angle of the shift lever 27 when it is moved is ±10 degrees (see...). Figure 3 The gear arrangement of the novel angle transmission speed changer in this embodiment is as follows: Figure 5 As shown.

[0052] In a preferred embodiment, the transmission master gearbox 1 is provided with a neutral signal switch assembly 28 and a reverse gear switch signal assembly 29. The neutral signal switch assembly 28 is located on one side of the shift arm 27, and the reverse gear signal switch assembly 29 is located on the outside of the ramp / reverse gear sleeve 11 on the transmission master gearbox 1.

[0053] The neutral signal switch assembly 28 is located on one side of the shift lever 27, and the reverse signal switch assembly 29 is located on the outside of the climbing / reverse gear sleeve 11 on the master transmission 1. The neutral signal switch assembly 28 is used to detect whether the transmission is in neutral and send a corresponding signal. When the transmission is in neutral, the neutral signal switch detects this state and transmits the signal to the vehicle's ECU via circuitry. The neutral signal switch signal can be used to control certain vehicle functions, such as requiring the engine to be in neutral when starting, and activating the idle start-stop function in neutral to save fuel. The mechanical neutral signal switch is triggered to close or open by a mechanical structure inside the transmission.

[0054] The reverse gear signal switch assembly 29 is a crucial component of the automotive transmission. When the transmission is in reverse gear, the reverse gear signal switch assembly 29 sends a signal, primarily used to detect whether the transmission is in reverse and transmit the detection result to the vehicle's electronic control unit (ECU). The signal from the reverse gear signal switch can be used to control certain vehicle functions, such as activating the reversing lights and the reversing camera system. The neutral gear signal switch assembly 28 and the reverse gear signal switch assembly 29 are located on one side of the shift arm 27 and the outside of the ramp / reverse gear sleeve 11, respectively, ensuring accurate detection of the gear position. When the transmission is in neutral or reverse gear, the corresponding signal switch assemblies promptly send signals to the control system. Through precise position detection and timely signal feedback, driving safety and operational reliability are improved.

[0055] In a preferred embodiment, the main transmission 1 is equipped with a power take-off (PTO) assembly 30, which is connected to the second gear set 12 of the main transmission 1 via a transmission gear. The PTO assembly 30 transmits power from the engine to external equipment or accessories of the vehicle. In this invention, the PTO assembly 30 is connected to the second gear set 12 of the main transmission 1 via a transmission gear, obtaining power from the main transmission 1 to drive other equipment or systems, such as hydraulic pumps or generators. Through the PTO assembly 30, the power of the main transmission 1 can be transmitted to other equipment or systems, improving power utilization.

[0056] This utility model employs an angle transmission auxiliary gearbox, simplifying the overall vehicle layout. Since the front-end angle transmission auxiliary gearbox has only one speed ratio, no shifting device is needed, eliminating the need for a separate shifting mechanism. The main gearbox features seven forward gears and one reverse gear, resulting in a total of seven gears when combined with the auxiliary gearbox. The optimized speed ratio step, combined with the optimized combination with the rear axle main reducer, achieves a reasonable match with the engine and the entire vehicle, meeting the vehicle's low, medium, high-speed, and reverse performance requirements. Because the angle transmission auxiliary gearbox has only one speed ratio, no shifting device is needed, simplifying the gearbox structure and facilitating overall vehicle layout. Furthermore, compared to existing technologies, it adds two forward gears and optimizes the speed ratio step, further promoting energy conservation and emission reduction in the vehicle.

Claims

1. A novel angle transmission speed change device, comprising a main gearbox, characterized in that, The front end of the main gearbox is equipped with a single-speed ratio angular transmission auxiliary gearbox. The angular transmission auxiliary gearbox includes a power shaft, which is connected to the main shaft of the main gearbox via a bevel gear pair. The main gearbox is also equipped with a secondary shaft. The main shaft and the secondary shaft are equipped with a reverse gear set, multiple forward gear sets, and matching shift gear sleeves. The rear end of the secondary shaft is connected to the output drive shaft of the main gearbox. The main gearbox is also equipped with a gear selection and shifting device.

2. The novel angle transmission speed change device according to claim 1, characterized in that, The main shaft has a segmented structure, including a front main shaft and a rear main shaft. The front end of the front main shaft is mounted on the housing of the angle transmission auxiliary gearbox. The rear end of the front main shaft is connected to the front end of the rear main shaft via a spline and fixed to the housing of the transmission main gearbox via a bearing. The rear end of the rear main shaft is rotatably connected to the output drive shaft.

3. The novel angle transmission speed change device according to claim 1, characterized in that, The drive shaft is equipped with a driving bevel gear, and the main shaft is equipped with a driven bevel gear. The driving bevel gear and the driven bevel gear form an angular transmission gear pair, and the included angle between the drive shaft and the main shaft is 90°.

4. The novel angle transmission speed change device according to claim 1, characterized in that, The drive shaft is equipped with a clutch, and the clutch is equipped with a clutch release arm and a release bearing.

5. The novel angle transmission speed change device according to claim 1, characterized in that, The reverse gear set is located on the side of the main gearbox closer to the auxiliary gearbox, and the ramp gear set is located on the side of the reverse gear set away from the auxiliary gearbox. A ramp / reverse gear seat and a ramp / reverse gear sleeve are provided between the reverse gear set and the ramp gear set.

6. The novel angle transmission speed change device according to claim 5, characterized in that it is capable of climbing slopes. A second gear set is provided on the side of the gear set away from the reverse gear set, and a first gear set is provided on the side of the second gear set away from the climbing gear set. A 1 / 2 gear seat and a 1 / 2 gear sleeve are provided between the second gear set and the first gear set.

7. The novel angle transmission speed change device according to claim 6, characterized in that, A fourth gear set is located on the side of the first gear set away from the second gear set, and a third gear set is located on the side of the fourth gear set away from the first gear set. A third / fourth gear seat and a third / fourth gear sleeve are provided between the fourth gear set and the third gear set.

8. The novel angle transmission speed change device according to claim 7, characterized in that, A 6th gear set is located on the side of the 3rd gear set away from the 4th gear set, and a 5th gear set is located on the side of the 6th gear set away from the 3rd gear set. A 5 / 6 gear seat and a 5 / 6 gear sleeve are provided between the 6th gear set and the 5th gear set.

9. The novel angle transmission speed change device according to claim 8, characterized in that, The 5th gear set and the output drive shaft are in constant mesh. When the 5th / 6th gear sleeve is engaged with the 6th gear set, the speed of the output drive shaft is greater than the speed of the main shaft.

10. The novel angle transmission speed change device according to any one of claims 1-9, characterized in that, The gear selection and shifting device is located in the middle of the transmission master gearbox and includes a gear selection arm and a shifting arm. The gear selection arm has four gear positions: climbing / reverse, 1 / 2, 3 / 4 and 5 / 6. The shifting angle of the gear selection arm between two adjacent gear positions is 11.5 degrees; the shifting angle of the shifting arm is ±10 degrees.

Images