Single-clutch gearbox and harvester

Abstract

The utility model relates to the technical field of gearbox transmission systems, in particular to a single-clutch gearbox and a harvester, a differential mechanism assembly is rotatably arranged on a third shaft, driving combination gears are meshed on two sides of the differential mechanism assembly, the driving combination gears are synchronously and rotatably connected with the third shaft through splines, and the third shaft is rotatably connected with the differential mechanism assembly. A differential hydraulic control oil way is arranged in the third shaft; the two ends of the differential assembly are in transmission connection with a fourth left shaft and a fourth right shaft through gears respectively, the fourth left shaft is in transmission connection with the left half shaft assembly through a gear, and the fourth right shaft is in transmission connection with the right half shaft assembly through a gear. A clutch assembly is installed on the reversing shaft and is in transmission connection with the third shaft through a gear, and the reversing shaft is in transmission connection with the differential mechanism assembly through a gear. According to the utility model, various steering modes are realized, the turning radius is reduced, the damage of the crawler harvester to plots and crops is greatly reduced, the flexibility is increased, and the product competitiveness is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to transmission system technical field of gearbox especially relates to a single clutch gearbox and harvester. BACKGROUND

[0002] At present, the rice harvester is tracked, and the HST is driven by the engine, the HST drives the gearbox, and the transmission of movement is realized. The gearbox is one of the core components of the harvester, and has the functions of walking, speed changing and steering.

[0003] The gearbox of the tracked harvester has great problems, when one side track is braked, complete sliding friction is generated on the ground during steering, and the soil of the paddy field is seriously damaged, during steering, the track of the brake side causes soil accumulation, thereby causing steering difficulty, and leading to insufficient fuel combustion, and due to the demand for large feeding amount combine harvesters on the market, under the same chassis length-width ratio, the weight of the whole machine is increased, which makes steering more difficult.

[0004] During steering, the inside track has brake power loss, and the outside needs the engine to provide more power, once the load increases, the single side track resistance increases, which will cause the engine to stall. CONTENT OF THE UTILITY MODEL

[0005] The utility model solves the technical problem that the gearbox steering is single and the steering radius is large on the market at present, increases the operation flexibility, and improves the product competitiveness.

[0006] The utility model discloses a technical scheme that solves the above technical problem as follows: a single clutch gearbox, including gearbox casing, be equipped with one axle, two axle, three axle, left four axle, right four axle, left half axle assembly, right half axle assembly and reverse axle in the gearbox casing, left four axle with right four axle coaxial arrangement, left half axle assembly with right half axle assembly coaxial arrangement, one axle with two axle with three axle with left four axle with left half axle assembly with reverse axle all parallel interval arrangement, one axle with two axle passes through gear drive connection, two axle with three axle passes through gear drive connection, three axle is equipped with differential assembly and rotates, and the both sides of differential assembly all have driving gear, driving gear with three axle passes through spline synchronous rotation connection, and three axle is equipped with differential hydraulic control oil circuit for controlling driving gear moves along three axle axial direction, and differential hydraulic control oil circuit controls driving gear with differential assembly and separates, the both ends of differential assembly are connected with left four axle and right four axle through gear respectively, left four axle is connected with left half axle assembly through gear, and right four axle is connected with right half axle assembly through gear, and the clutch assembly is installed on reverse axle, and clutch assembly clutch casing with reverse axle passes through spline synchronous rotation connection, and clutch assembly is connected with three axle through gear, and reverse axle is connected with differential assembly through gear.

[0007] The utility model discloses the beneficial effect is: through differential assembly and clutch assembly control left and right two sides half axle assembly rotation speed and steering, realize multiple steering mode, reduce turning radius, greatly reduce the destruction of track harvester to land and crops, increase flexibility, improve product competitiveness.

[0008] On the basis of the above technical scheme, the utility model can also be improved as follows.

[0009] Further, the one axle is synchronously rotatable with a first driving gear and a second driving gear, and the one axle is connected with the two axle through the first driving gear and the second driving gear respectively.

[0010] The beneficial effect of the above further scheme is: by setting the first driving gear and the second driving gear, the two-gear control of the harvester is realized.

[0011] Further, the second shaft is provided with a first passive gear and a second passive gear, the second shaft is provided with a synchronously rotating sleeve, the synchronously rotating sleeve is provided with a constantly meshing driving gear, the second shaft is connected with the third shaft through the constantly meshing driving gear, the first passive gear is meshed with the first driving gear, the second passive gear is meshed with the second driving gear, and a meshing sleeve is arranged between the first passive gear and the second passive gear, the meshing sleeve is sleeved on the second shaft through a spline, and is used for moving along the axial direction of the second shaft to be meshed with the first passive gear and the second passive gear respectively.

[0012] The beneficial effect of the above further scheme is that the meshing sleeve is connected with the second shaft through the spline, synchronous rotation of the meshing sleeve and the second shaft is realized, the meshing sleeve is driven to move on the second shaft, the meshing sleeve is meshed with the first passive gear or the second passive gear respectively, synchronous rotation of the first passive gear or the second passive gear and the second shaft is realized, and two-gear adjustment transmission of the first shaft to the second shaft is realized.

[0013] Further, the differential assembly is provided with a first differential gear at both ends, the differential assembly is connected with the left four-wheel shaft and the right four-wheel shaft through the first differential gear at both ends respectively, the differential assembly is provided with a second differential gear, and the differential assembly is connected with the reverse shaft through the second differential gear; the third shaft is provided with a constantly meshing passive gear through a spline, and the third shaft is connected with the second shaft through the constantly meshing passive gear.

[0014] The beneficial effect of the above further scheme is that the constantly meshing passive gear is connected with the second shaft, the constantly meshing passive gear is driven to rotate through rotation of the second shaft, and then the differential assembly is driven to rotate, and then the left four-wheel shaft and the right four-wheel shaft are driven to rotate.

[0015] Further, the reverse shaft is provided with a reverse passive gear, the reverse shaft is connected with the third shaft through the reverse passive gear, the reverse passive gear is connected with the clutch assembly, the reverse shaft is provided with a reverse shaft driving gear, and the reverse shaft is connected with the differential assembly through the reverse shaft driving gear.

[0016] The beneficial effect of the above further scheme is that the clutch assembly controls synchronous rotation of the reverse passive gear and the reverse shaft respectively, differential steering is realized, and forward and reverse steering are realized.

[0017] Further, the clutch assembly comprises a clutch housing, a clutch piston and a clutch friction plate set, the clutch housing is sleeved on the reverse shaft through the spline, the clutch piston is sleeved on the reverse shaft and located inside the clutch housing, the clutch piston is in sliding sealing connection with the reverse shaft and the inner wall of the clutch housing, the reverse driven gear is provided with a bushing extending towards the clutch piston, the clutch friction plate set is sleeved on the bushing through the spline, the reverse shaft is provided with a clutch hydraulic control oil way, a first oil injection cavity is arranged between the end of the clutch piston away from the clutch friction plate set and the clutch housing, the clutch hydraulic control oil way is in communication with the first oil injection cavity, and the first compression spring is arranged between the clutch piston and the reverse driven gear.

[0018] The beneficial effect of the above further scheme is that the clutch hydraulic control oil way drives the adhesion of the clutch friction plate set, thereby controlling the transformation and adjustment of the friction force, adjusting the rotating speed, realizing the rotation of the reverse shaft and realizing the reverse steering.

[0019] Further, the left four shaft and the right four shaft are synchronously sleeved with a four shaft input gear and a four shaft gear, the left four shaft and the right four shaft are respectively in transmission connection with the two ends of the differential assembly through the four shaft input gear, the left four shaft is in transmission connection with the left half shaft assembly through the four shaft gear, and the right four shaft is in transmission connection with the right half shaft assembly through the four shaft gear.

[0020] The beneficial effect of the above further scheme is that the four shaft input gear and the four shaft gear realize the transmission of the left four shaft and the left half shaft assembly and realize the transmission of the right four shaft and the right half shaft assembly.

[0021] Further, the left half shaft assembly and the right half shaft assembly are synchronously sleeved with a half shaft gear, the left half shaft assembly is in transmission connection with the left four shaft through the half shaft gear, and the right half shaft assembly is in transmission connection with the right four shaft through the half shaft gear.

[0022] The beneficial effect of the above further scheme is that the transmission of the left half shaft assembly and the left four shaft and the transmission of the right half shaft assembly and the right four shaft are facilitated.

[0023] Further, the two ends of the differential assembly are provided with three shaft pistons, the three shaft pistons are slidably sleeved on the three shafts, the outer wall of the three shaft piston is in sliding sealing with the inner side of the two ends of the differential assembly, a second oil injection cavity is arranged between the end face of the three shaft piston and the inner side of the two ends of the differential assembly, the second oil injection cavity is communicated with the differential hydraulic control oil path, the end of the three shaft piston abuts against the end face of the driving engagement gear, a spring retainer ring is fixedly arranged on the side of the driving engagement gear away from the differential assembly, and a second compression spring is arranged between the spring retainer ring and the driving engagement gear.

[0024] The beneficial effect of the above further scheme is that the movement of the three shaft pistons at the two ends of the differential assembly is controlled through the differential hydraulic control oil path, and then the engagement and disengagement of the driving engagement gear and the differential assembly are realized, so that the differential transmission of driving the left half shaft assembly and the right half shaft assembly is realized.

[0025] The utility model solves the above-mentioned technical problem and provides a harvester, including above-mentioned single clutch gearbox.

[0026] The beneficial effect of the above scheme is that the rotation speed and steering of the left and right half shaft assemblies are controlled through the differential assembly and the clutch assembly, various steering modes are realized, the turning radius is reduced, the damage of the track harvester to the land and crops is greatly reduced, the flexibility is increased, and the product competitiveness is improved. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 It is a structure schematic view of the utility model;

[0028] In the drawings, the component list represented by each sign is as follows:

[0029] 1, a driving gear; 2, a shaft spacer; 3, a driving gear; 4, a shaft; 5, a meshing sleeve; 6, a driven gear; 7, a shaft; 8, a driven gear; 9, a constant engagement driving gear; 10, a clutch housing; 11, a clutch piston; 12, a reverse shaft driving gear; 13, a clutch assembly; 14, a reverse driven gear; 15, a reverse shaft spacer; 16, a reverse shaft; 17, a three shaft piston; 18, a driving engagement gear; 19, a constant engagement driven gear; 20, a differential assembly; 21, a three shaft; 22, a spring retainer ring; 23, a four shaft input gear; 24, a four shaft gear; 25, a right four shaft; 26, a left four shaft; 27, a half shaft gear; 28, a right half shaft assembly; 29, a left half shaft assembly; 30, a first differential gear; 31, a second differential gear; 32, a clutch friction plate group; 33, a bushing; 34, a clutch hydraulic control oil path; 35, a first oil injection cavity; 36, a first compression spring; 37, a second oil injection cavity; 38, a second compression spring; 39, a differential hydraulic control oil path. DETAILED DESCRIPTION

[0030] The principles and features of this utility model are described below with reference to the accompanying drawings. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.

[0031] Example 1

[0032] like Figure 1 As shown, this embodiment discloses a single-clutch transmission, including a transmission housing. Within the transmission housing, a first shaft 4, a second shaft 7, a third shaft 21, a left fourth shaft 26, a right fourth shaft 25, a left half-shaft assembly 29, a right half-shaft assembly 28, and a reverse shaft 16 are rotatably disposed. The first shaft 4, second shaft 7, third shaft 21, left fourth shaft 26, right fourth shaft 25, left half-shaft assembly 29, right half-shaft assembly 28, and reverse shaft 16 are all rotatably disposed within the transmission housing via bearings. The left fourth shaft 26 and the right fourth shaft 25 are coaxially arranged, as are the left half-shaft assembly 29 and the right half-shaft assembly 28. The first shaft 4, the second shaft 7, the third shaft 21, the left fourth shaft 26, the left half-shaft assembly 29, and the reverse shaft 16 are all arranged parallel and spaced apart.

[0033] The first shaft 4 is connected to the second shaft 7 via gear transmission, and the second shaft 7 is connected to the third shaft 21 via gear transmission. A differential assembly 20 is rotatably mounted on the third shaft 21. Both sides of the differential assembly 20 are engaged with active engagement gears 18. The active engagement gears 18 are synchronously connected to the third shaft 21 via splines. The third shaft 21 is provided with a differential hydraulic control circuit 39 for controlling the active engagement gears 18 to move along the axial direction of the third shaft 21. The differential hydraulic control circuit 39 controls the active engagement gears 18 to disengage from the differential assembly 20. The differential assembly 20 is connected to the left four-shaft 26 and the right four-shaft 25 via gears at both ends. The left four-shaft 26 is connected to the left half-shaft assembly 29 via gears, and the right four-shaft 25 is connected to the right half-shaft assembly 28 via gears. A clutch assembly 13 is mounted on the reverse shaft 16. The clutch housing 10 of the clutch assembly 13 is synchronously connected to the reverse shaft 16 via splines. The clutch assembly 13 is connected to the three-shaft 21 via gears, and the reverse shaft 16 is connected to the differential assembly 20 via gears.

[0034] In the embodiment, one end of the first shaft 4 extends out of the transmission case, and a first driving gear 1 and a second driving gear 3 are synchronously arranged on the first shaft 4. Specifically, the first driving gear 1 and the second driving gear 3 are arranged at a distance by a first shaft spacer 2, and the two ends of the first shaft spacer 2 are in abutment with the first driving gear 1 and the second driving gear 3 respectively. The one ends of the first driving gear 1 and the second driving gear 3 away from each other are in abutment with the inner rings of bearings respectively.

[0035] The second shaft 7 is provided with a first driven gear 6 and a second driven gear 8, and a constantly meshing driving gear 9 is synchronously arranged on the second shaft 7. The second shaft 7 is in mesh with the constantly meshing driven gear 19 on the third shaft 21 through the constantly meshing driving gear 9. The first driven gear 6 is in mesh with the first driving gear 1, and the second driven gear 8 is in mesh with the second driving gear 3. An engagement sleeve 5 is arranged between the first driven gear 6 and the second driven gear 8. The engagement sleeve 5 is slidably arranged on the second shaft 7 by means of splines, and is used to move along the axial direction of the second shaft 7 to be in mesh with the first driven gear 6 and the second driven gear 8 respectively. Since the engagement sleeve 5 is connected with the second shaft 7 by means of splines, the synchronous rotation of the engagement sleeve 5 and the second shaft 7 is realized, the engagement sleeve 5 is driven to move on the second shaft 7, so that the engagement sleeve 5 is in mesh with the first driven gear 6 or the second driven gear 8 respectively, and the synchronous rotation of the first driven gear 6 or the second driven gear 8 and the second shaft 7 is realized, thereby realizing the second gear adjustment transmission of the first shaft 4 to the second shaft 7.

[0036] The first differential gear 30 is fixedly arranged on the two ends of the differential assembly 20, and the second differential gear 31 is fixedly arranged on the differential assembly 20. The constantly meshing driven gear 19 is synchronously arranged on the third shaft 21 by means of splines, and is in mesh with the constantly meshing driving gear 9.

[0037] The reverse rotation shaft 16 is provided with a reverse rotation driven gear 14, and a reverse rotation shaft spacer 15 is arranged between the reverse rotation driven gear 14 and the bearing on the upper end of the reverse rotation shaft 16. One end of the reverse rotation shaft spacer 15 is in abutment with the other end of the reverse rotation shaft spacer 15, and the other end of the reverse rotation shaft spacer 15 is in abutment with the inner ring of the bearing. The reverse rotation shaft 16 is in mesh with the constantly meshing driven gear 19 on the third shaft 21 through the reverse rotation driven gear 14. One end of the reverse rotation driven gear 14 is connected with the clutch assembly 13, and the other end of the reverse rotation driven gear 14 is in abutment with the inner ring of the bearing. The reverse rotation shaft 16 is provided with a reverse rotation shaft driving gear 12, and is in mesh with the second differential gear 31 on the differential assembly 20 through the reverse rotation shaft driving gear 12.

[0038] In the embodiment, the clutch assembly 13 comprises a clutch housing 10, a clutch piston 11 and a clutch friction plate set 32, the clutch housing 10 is sleeved on the reverse shaft 16 through the spline, the clutch piston 11 is sleeved on the reverse shaft 16 and is located inside the clutch housing 10, the clutch piston 11 is in sliding sealing connection with the reverse shaft 16 and the inner wall of the clutch housing 10, the reverse driven gear 14 extends towards the clutch piston 11 and is provided with a bushing 33, the clutch friction plate set 32 is sleeved on the bushing 33 through the spline, the reverse shaft 16 is provided with a clutch hydraulic control oil way 34, a first oil injection cavity 35 is arranged between the end of the clutch piston 11 away from the clutch friction plate set 32 and the clutch housing 10, the clutch hydraulic control oil way 34 is in communication with the first oil injection cavity 35, and a first compression spring 36 is arranged between the clutch piston 11 and the reverse driven gear 14. The clutch hydraulic control oil way 34 drives the adhesion of the clutch friction plate set 32, thereby controlling the transformation and adjustment of the friction force, adjusting the rotating speed, realizing the rotation of the reverse shaft 16 and realizing the reverse steering.

[0039] In the embodiment, the left four-shaft 26 and the right four-shaft 25 are synchronously sleeved with a four-shaft input gear 23 and a four-shaft gear 24, the left four-shaft 26 and the right four-shaft 25 are respectively in meshing connection with two first differential gears 30 through the four-shaft input gear 23.

[0040] The left half-shaft assembly 29 and the right half-shaft assembly 28 are synchronously sleeved with a half-shaft gear 27, the four-shaft gear 24 on the left four-shaft 26 is in meshing connection with the half-shaft gear 27 on the left half-shaft assembly 29, and the four-shaft gear 24 on the right four-shaft 25 is in meshing connection with the half-shaft gear 27 on the right half-shaft assembly 28.

[0041] The differential assembly 20 is provided with a three-shaft piston 17 at the inner side of both ends, the three-shaft piston 17 is sleeved on the three-shaft 21, the outer wall of the three-shaft piston 17 is in sliding sealing connection with the inner side of both ends of the differential assembly 20, a second oil injection cavity 37 is arranged between the end face of the inner side of both ends of the differential assembly 20 and the three-shaft piston 17, the second oil injection cavity 37 is in communication with a differential hydraulic control oil way 39, the end of the three-shaft piston 17 abuts against the end face of the driving engagement gear 18, a spring retainer 22 is fixedly arranged on the side of the driving engagement gear 18 away from the differential assembly 20, and a second compression spring 38 is arranged between the spring retainer 22 and the driving engagement gear 18. The movement of the three-shaft piston 17 at both ends of the differential assembly 20 is controlled through the differential hydraulic control oil way 39, thereby realizing the meshing and disengaging of the driving engagement gear 18 and the differential assembly 20, so that the differential transmission of the left half-shaft assembly 29 and the right half-shaft assembly 28 is realized.

[0042] Gearbox gear shifting power transmission route:

[0043] First gear: the shift fork shaft drives the shift fork to move, thereby pushing the engagement sleeve 5 to combine with the first gear driven gear 6, so as to realize that the first gear driving gear 1 drives the first gear driven gear 6, thereby driving the second shaft 7 to rotate, the constant engagement driving gear 9 drives the constant engagement driven gear 19, and through the spline connection, it drives the third shaft 21 to rotate, drives the driving combination gear 18, the driving combination gear 18 drives the differential assembly 20 to rotate, the differential assembly 20 drives the fourth shaft input gear 23 to rotate, the fourth shaft input gear 23 drives the right fourth shaft 25 and the left fourth shaft 26 to rotate, through the spline connection of the fourth shaft gear 24, it drives the half shaft gear 27 to rotate, the half shaft gear 27 drives the right half shaft assembly 28 and the left half shaft assembly 29 to rotate, and the first gear is realized.

[0044] Second gear: the shift fork shaft drives the shift fork to move, thereby pushing the engagement sleeve 5 to combine with the second gear driven gear 8, so as to realize that the second gear driving gear 3 drives the second gear driven gear 8, thereby driving the second shaft 7 to rotate, the constant engagement driving gear 9 drives the constant engagement driven gear 19, and through the spline connection, it drives the third shaft 21 to rotate, drives the driving combination gear 18, the driving combination gear 18 drives the differential assembly 20 to rotate, the differential assembly 13 drives the fourth shaft input gear 23 to rotate, the fourth shaft input gear 23 drives the right fourth shaft 25 and the left fourth shaft 26 to rotate, through the spline connection of the fourth shaft gear 24, it drives the half shaft gear 27 to rotate, the half shaft gear 27 drives the right half shaft assembly 28 and the left half shaft assembly 29 to rotate, and the second gear is realized.

[0045] Steering mode 1: through the differential hydraulic control oil way 39 inside the third shaft 21, the driving combination gear 18 is pushed to disconnect with the clutch assembly 13, the power cannot be transmitted to the fourth shaft input gear 23, slow steering is realized, and the turning radius is large.

[0046] Steering mode 2: through the differential hydraulic control oil way 39 inside the third shaft 21, the driving combination gear 18 is pushed to disconnect with the differential assembly 20, through the clutch hydraulic control oil way 34 inside the reverse shaft 16, the clutch piston 11 is pushed to provide pressure to the clutch assembly 13. The power is transmitted from the constant engagement driven gear 19 to the reverse driven gear 14, the rotation speed is adjusted by changing the friction of the clutch assembly 13, thereby driving the clutch housing 10, through the spline connection, it drives the reverse shaft 16, and through the spline connection, it drives the reverse shaft driving gear 12, the reverse shaft driving gear 12 drives the differential assembly 20, the differential assembly 20 drives the fourth shaft input gear 23, differential steering and positive and negative steering are realized.

[0047] The embodiment controls the rotation speed and steering of the left and right half shaft assemblies through the differential assembly 20 and the clutch assembly 13, realizes multiple steering modes, reduces the turning radius, greatly reduces the damage of the track harvester to the land and crops, increases the flexibility, and improves the product competitiveness.

[0048] Embodiment two

[0049] The embodiment discloses a harvester which comprises the single clutch gearbox. The embodiment controls the rotation speed and steering of the left and right half shaft assemblies through the differential assembly 20 and the clutch assembly 13, realizes multiple steering modes, reduces the turning radius, greatly reduces the damage of the track harvester to the land and crops, increases the flexibility, and improves the product competitiveness.

[0050] In the description of the utility model, it is understood that the orientation or position relationship of the terms "center", "length", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "inner", "outer", "peripheral side", "circumferential direction" and the like is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the system or element indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the utility model.

[0051] In the description of the utility model, the meaning of "a plurality of" is at least two, for example, two, three and the like, unless otherwise explicitly specified and limited.

[0052] In the utility model, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, can be fixedly connected, can be detachably connected, or integrated; can be mechanically connected, or electrically connected; can be directly connected, or indirectly connected through an intermediate medium; can be the communication or interaction relationship between two elements, unless otherwise explicitly limited. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0053] In the description of the specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the utility model. In the specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples without contradiction.

[0054] The above is only the preferred embodiment of the utility model, and is not used to limit the utility model, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A single clutch transmission, characterized by, The gearbox shell is provided with a shaft (4), a second shaft (7), a third shaft (21), a left fourth shaft (26), a right fourth shaft (25), a left half shaft assembly (29), a right half shaft assembly (28) and a reverse shaft (16), the left fourth shaft (26) and the right fourth shaft (25) are coaxially arranged, the left half shaft assembly (29) and the right half shaft assembly (28) are coaxially arranged, the shaft (4), the second shaft (7), the third shaft (21), the left fourth shaft (26), the left half shaft assembly (29) and the reverse shaft (16) are arranged in parallel and at intervals, the shaft (4) and the second shaft (7) are connected through gear transmission, the second shaft (7) and the third shaft (21) are connected through gear transmission, the third shaft (21) is provided with a differential assembly (20), the differential assembly (20) is meshed with driving gears (18) on both sides, the driving gears (18) are connected with the third shaft (21) through spline synchronous rotation, the third shaft (21) is provided with a differential hydraulic control oil way (39) for controlling the driving gears (18) to move along the third shaft (21) in the axial direction, the differential hydraulic control oil way (39) controls the driving gears (18) to be separated from the differential assembly (20), the differential assembly (20) is connected with the left fourth shaft (26) and the right fourth shaft (25) through gears at both ends, the left fourth shaft (26) is connected with the left half shaft assembly (29) through gears, the right fourth shaft (25) is connected with the right half shaft assembly (28) through gears, the reverse shaft (16) is provided with a clutch assembly (13), the clutch housing (10) of the clutch assembly (13) is connected with the reverse shaft (16) through spline synchronous rotation, the clutch assembly (13) is connected with the third shaft (21) through gears, and the reverse shaft (16) is connected with the differential assembly (20) through gears.

2. A single clutch transmission according to claim 1, characterized in that The shaft (4) is provided with a first driving gear (1) and a second driving gear (3), and the shaft (4) is connected with the second shaft (7) through the first driving gear (1) and the second driving gear (3).

3. A single clutch transmission according to claim 2, characterized in that The second shaft (7) is provided with a first driven gear (6) and a second driven gear (8), the second shaft (7) is provided with a constant mesh driving gear (9), the second shaft (7) is connected with the third shaft (21) through the constant mesh driving gear (9), the first driven gear (6) is meshed with the first driving gear (1), the second driven gear (8) is meshed with the second driving gear (3), a meshing sleeve (5) is arranged between the first driven gear (6) and the second driven gear (8), the meshing sleeve (5) is slidably sleeved on the second shaft (7) through spline, and the meshing sleeve (5) is used for moving along the second shaft (7) in the axial direction to be meshed with the first driven gear (6) and the second driven gear (8) respectively.

4. The single clutch transmission of claim 1, wherein, The first differential gear (30) is fixedly sleeved on both ends of the differential assembly (20), and the differential assembly (20) is in driving connection with the left four-shaft (26) and the right four-shaft (25) through the first differential gear (30) on both ends, respectively. The second differential gear (31) is fixedly sleeved on the differential assembly (20), and the differential assembly (20) is in driving connection with the reverse shaft (16) through the second differential gear (31). The constant mesh passive gear (19) is synchronously rotated by spline on the three-shaft (21), and the three-shaft (21) is in driving connection with the two-shaft (7) through the constant mesh passive gear (19).

5. The single clutch transmission of claim 1, wherein, The reverse passive gear (14) is rotatably sleeved on the reverse shaft (16), and the reverse shaft (16) is in driving connection with the three-shaft (21) through the reverse passive gear (14). The reverse passive gear (14) is connected with the clutch assembly (13), and the reverse shaft (16) is fixedly sleeved with the reverse shaft driving gear (12). The reverse shaft (16) is in driving connection with the differential assembly (20) through the reverse shaft driving gear (12).

6. A single clutch transmission according to claim 5, characterized in that The clutch assembly (13) comprises a clutch housing (10), a clutch piston (11) and a clutch friction plate group (32). The clutch housing (10) is sleeved on the reverse shaft (16) by spline. The clutch piston (11) is slidably sleeved on the reverse shaft (16) and located inside the clutch housing (10). The clutch piston (11) is in sliding sealing connection with the reverse shaft (16) and the inner wall of the clutch housing (10). The reverse passive gear (14) extends towards the clutch piston (11) and is provided with a bushing (33). The clutch friction plate group (32) is sleeved on the bushing (33) by spline. The reverse shaft (16) is provided with a clutch hydraulic control oil way (34). A first oil injection cavity (35) is arranged between the end of the clutch piston (11) away from the clutch friction plate group (32) and the clutch housing (10). The clutch hydraulic control oil way (34) is in communication with the first oil injection cavity (35). A first compression spring (36) is arranged between the clutch piston (11) and the reverse passive gear (14).

7. A single clutch transmission according to any one of claims 1 to 6, characterized in that The four-shaft input gear (23) and the four-shaft gear (24) are synchronously rotated and sleeved on the left four-shaft (26) and the right four-shaft (25). The left four-shaft (26) and the right four-shaft (25) are in driving connection with both ends of the differential assembly (20) through the four-shaft input gear (23), respectively. The left four-shaft (26) is in driving connection with the left half-shaft assembly (29) through the four-shaft gear (24). The right four-shaft (25) is in driving connection with the right half-shaft assembly (28) through the four-shaft gear (24).

8. A single clutch transmission according to any one of claims 1 to 6, characterized in that The left half shaft assembly (29) and the right half shaft assembly (28) are synchronously rotated and sleeved with half shaft gears (27), the left half shaft assembly (29) is in transmission connection with the left four shaft (26) through the half shaft gears (27), and the right half shaft assembly (28) is in transmission connection with the right four shaft (25) through the half shaft gears (27).

9. A single clutch transmission according to any one of claims 1 to 6, characterized in that Both ends of the differential assembly (20) are provided with three shaft pistons (17), the three shaft pistons (17) are slidably sleeved on the three shafts (21), the outer wall of the three shaft pistons (17) is in sliding sealing with the inner side of both ends of the differential assembly (20), a second oil injection cavity (37) is arranged between the three shaft pistons (17) and the end faces of both ends of the differential assembly (20), the second oil injection cavity (37) is in communication with the differential hydraulic control oil way (39), the end of the three shaft piston (17) abuts against the end face of the driving engagement gear (18), a spring retainer (22) is fixedly arranged on the side, away from the differential assembly (20), of the driving engagement gear (18), and a second compression spring (38) is arranged between the spring retainer (22) and the driving engagement gear (18).

10. A harvester characterized by A single clutch transmission comprising a single clutch transmission according to any one of claims 1 to 9.

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