Double-clutch gearbox and harvester

Abstract

The utility model relates to the technical field of gearbox transmission systems, in particular to a double-clutch gearbox and a harvester, a differential mechanism assembly is rotatably arranged on a third shaft, one side of the differential mechanism assembly is meshed with a driving combination gear, and the other side of the differential mechanism assembly is meshed with a reverse driving gear. The driving combination gear and the reverse driving gear are both in synchronous rotating connection with a third shaft through splines, and a differential hydraulic control oil way is arranged in the third shaft; the two ends of the differential assembly are in transmission connection with the fourth left shaft and the fourth right shaft through gears respectively. A left clutch assembly and a right clutch assembly are installed on the reverse rotation shaft in a spaced mode, the left clutch assembly is in transmission connection with the third shaft through a gear, a shell of the left clutch assembly is in transmission connection with the differential mechanism assembly through a gear, and the right clutch assembly is in transmission connection with the reverse rotation driving gear through a gear. Various steering modes are achieved, the turning radius is reduced, damage to land parcels and crops is greatly reduced, flexibility is improved, and product competitiveness is improved.

Description

Technical Field

[0001] This utility model relates to the field of gearbox transmission system technology, and in particular to a dual-clutch gearbox and a harvester. Background Technology

[0002] The gearbox is one of the working components of a rice harvester. Its main function is to reduce the speed and increase the torque of the engine, and transmit it to the left and right half-shaft assemblies and drive wheels through gear meshing, thereby driving the tracks to achieve the purpose of walking.

[0003] Currently, the mainstream tracked vehicle gearboxes on the market rely on external hydraulic valves to provide braking force by pressing the friction plate assembly with shift forks and sliding gears, thereby achieving power disconnection and braking, and enabling single-sided braking and steering. However, this method has disadvantages such as large turning radius, low flexibility, and high failure rate. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a dual-clutch transmission and a harvester, which greatly improves the steering flexibility and enables rice harvesting under different working conditions and in different plots.

[0005] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: A dual-clutch transmission includes a transmission housing. A first shaft, a second shaft, a third shaft, a left fourth shaft, a right fourth shaft, a left half-shaft assembly, a right half-shaft assembly, and a reverse shaft are rotatably disposed within the transmission housing. The left fourth shaft and the right fourth shaft are coaxially arranged, as are the left half-shaft assembly and the right half-shaft assembly. The first shaft, the second shaft, the third shaft, the left fourth shaft, the left half-shaft assembly, and the reverse shaft are all arranged parallel and spaced apart. The first shaft and the second shaft are connected by gear transmission, and the second shaft and the third shaft are also connected by gear transmission. A differential assembly is rotatably disposed on the third shaft. One side of the differential assembly is engaged with a drive engagement gear, and the other side of the differential assembly is engaged with a reverse drive gear. Both the drive engagement gear and the reverse drive gear are synchronously rotatably connected to the third shaft via splines. The third shaft is provided with a control mechanism. The differential hydraulic control circuit, which allows the active engagement gear and the reverse engagement gear to move axially along the three shafts, controls the disengagement of the active engagement gear and the reverse engagement gear from the differential assembly. Both ends of the differential assembly are connected to the left and right four-shafts via gears. The left four-shaft is connected to the left half-shaft assembly via gears, and the right four-shaft is connected to the right half-shaft assembly via gears. A left clutch assembly and a right clutch assembly are mounted at intervals on the reverse shaft. The housings of both the left and right clutch assemblies are synchronously connected to the reverse shaft via splines. The left clutch assembly is connected to the three shafts via gears, and its housing is connected to the differential assembly via gears. The right clutch assembly is connected to the reverse engagement gear via gears.

[0006] The beneficial effects of this utility model are: by controlling the speed and steering of the left and right half-shaft assemblies through the differential assembly and dual clutch, multiple steering modes can be realized, the turning radius can be reduced, the damage of the tracked harvester to the plot and crops can be greatly reduced, the flexibility can be increased, and the product competitiveness can be improved.

[0007] Based on the above technical solution, the present invention can be further improved as follows.

[0008] Furthermore, a first-speed drive gear and a second-speed drive gear are synchronously rotatably mounted on the first shaft, and the first shaft is connected to the second shaft through the first-speed drive gear and the second-speed drive gear, respectively.

[0009] The beneficial effect of adopting the above-mentioned further solution is that by setting a first-speed drive gear and a second-speed drive gear, two-speed operation of the harvester can be achieved.

[0010] Furthermore, a first-gear driven gear and a second-gear driven gear are rotatably mounted on the two shafts, and a constantly meshed driving gear is synchronously mounted on the two shafts. The two shafts are connected to the three shafts via the constantly meshed driving gear. The first-gear driven gear meshes with the first-gear driving gear, and the second-gear driven gear meshes with the second-gear driving gear. A meshing sleeve is provided between the first-gear driven gear and the second-gear driven gear. The meshing sleeve is slidably mounted on the two shafts via a spline and is used to move along the axial direction of the two shafts to mesh with the first-gear driven gear and the second-gear driven gear respectively.

[0011] The beneficial effect of adopting the above-mentioned further solution is that, since the meshing sleeve and the second shaft are connected by a spline, the meshing sleeve and the second shaft can rotate synchronously, which drives the meshing sleeve to move on the second shaft, so that the meshing sleeve can mesh with the first gear driven gear or the second gear driven gear respectively, thereby realizing the synchronous rotation of the first gear driven gear or the second gear driven gear with the second shaft, thus realizing the two-speed adjustable transmission from the first shaft to the second shaft.

[0012] Furthermore, a first differential gear is fixedly fitted on both ends of the differential assembly, and the two ends of the differential assembly are respectively connected to the left four-shaft and the right four-shaft through the first differential gear. A second differential gear is fixedly fitted on the differential assembly, and the differential assembly is connected to the housing of the left clutch assembly through the second differential gear. A constantly meshed driven gear is provided on the three shafts through a spline for synchronous rotation, and the three shafts are connected to the two shafts through the constantly meshed driven gear.

[0013] The beneficial effect of adopting the above-mentioned further solution is that the constant mesh driven gear is connected to the two shafts, and the rotation of the two shafts drives the rotation of the constant mesh driven gear, which in turn drives the rotation of the differential assembly, and then drives the rotation of the left four shafts and the right four shafts.

[0014] Furthermore, a left reverse driven gear and a right reverse driven gear are rotatably sleeved on the reverse shaft. The reverse shaft is connected to the three-axis transmission through the left reverse driven gear and the right reverse driven gear. The left reverse driven gear is connected to the left clutch assembly, and the right reverse driven gear is connected to the right clutch assembly. A reverse shaft drive gear is fixedly sleeved on the housing of the left clutch assembly, and the reverse shaft drive gear is connected to the differential assembly for transmission.

[0015] The beneficial effect of adopting the above-mentioned further scheme is that the two clutch assemblies control the left reverse driven gear and the right reverse driven gear to rotate synchronously with the reverse shaft, and then drive the differential assembly to rotate with different transmission ratios to achieve differential steering and forward and reverse rotation.

[0016] Furthermore, the left clutch assembly includes a left clutch housing, a left clutch piston, and a left clutch friction plate assembly. The left clutch housing is splined onto the reverse shaft and is connected to the differential assembly via gears. The left clutch piston is slidably sleeved on the reverse shaft and located inside the left clutch housing. The left clutch piston is slidably sealed to the reverse shaft and the inner wall of the left clutch housing. The left reverse driven gear extends towards the left clutch piston and is provided with a left bushing. The left clutch friction plate assembly is splined onto the left bushing. A clutch hydraulic control oil circuit is provided inside the reverse shaft. A left oil injection chamber is provided between the end of the left clutch piston away from the left clutch friction plate assembly and the left clutch housing. The clutch hydraulic control oil circuit communicates with the left oil injection chamber. A left clamping spring is provided between the clutch piston and the left reverse driven gear; the right clutch assembly includes a right clutch housing, a right clutch piston, and a right clutch friction plate assembly. The right clutch housing is splined onto the reverse shaft. The right clutch piston is slidably sleeved on the reverse shaft and located inside the right clutch housing. The right clutch piston is slidably sealed to the reverse shaft and the inner wall of the right clutch housing. The right reverse driven gear extends towards the right clutch piston and is provided with a right bushing. The right clutch friction plate assembly is splined onto the right bushing. A right oil injection chamber is provided between the end of the right clutch piston away from the right clutch friction plate assembly and the right clutch housing. The clutch hydraulic control oil circuit is connected to the right oil injection chamber. A right clamping spring is provided between the right clutch piston and the right reverse driven gear.

[0017] The beneficial effect of adopting the above-mentioned further solution is that the clutch hydraulic control oil circuit drives the left clutch assembly and the right clutch assembly respectively, thereby controlling the different transmissions of the two shafts and the differential assembly.

[0018] Furthermore, both the left and right four shafts are synchronously fitted with a four-axis input gear and a four-axis gear. The left and right four shafts are respectively connected to both ends of the differential assembly through the four-axis input gear. The left four shaft is connected to the left half-shaft assembly through the four-axis gear, and the right four shaft is connected to the right half-shaft assembly through the four-axis gear.

[0019] The beneficial effect of adopting the above-mentioned further solution is that the transmission between the left four-axis and the left half-shaft assembly is realized through the four-axis input gear and the four-axis gear, and the transmission between the right four-axis and the right half-shaft assembly is realized.

[0020] Furthermore, both the left and right half-shaft assemblies are synchronously fitted with half-shaft gears. The left half-shaft assembly is connected to the left four-shaft drive via the half-shaft gears, and the right half-shaft assembly is connected to the right four-shaft drive via the half-shaft gears.

[0021] The beneficial effects of adopting the above-mentioned further solution are: it facilitates the transmission between the left half-shaft assembly and the left fourth shaft, as well as the transmission between the right half-shaft assembly and the right fourth shaft.

[0022] Furthermore, a three-axis piston is provided on the inner side of each end of the differential assembly. The three-axis piston is slidably sleeved on the three shafts. The outer wall of the three-axis piston is slidably sealed to the inner side of each end of the differential assembly. A differential oil filling chamber is provided between the three-axis piston and the inner end faces of each end of the differential assembly. The differential oil filling chamber is connected to the differential hydraulic control oil circuit. The end of one three-axis piston abuts against the end face of the active engagement gear, and the end of the other three-axis piston abuts against the reverse drive gear. A spring retainer is fixedly provided on the side of the active engagement gear away from the differential assembly and on the side of the reverse drive gear away from the differential assembly. A differential pressure spring is provided between the spring retainer and the active engagement gear and between the spring retainer and the reverse drive gear.

[0023] The beneficial effects of adopting the above-mentioned further solution are: by controlling the movement of the three-shaft pistons at both ends of the differential assembly through the differential hydraulic control oil circuit, the engagement and disengagement of the active engagement gear with the differential assembly are realized, as well as the engagement and disengagement of the reverse active gear with the differential assembly are realized, thereby realizing the differential transmission between the left half-shaft assembly and the right half-shaft assembly.

[0024] This utility model solves the above-mentioned technical problems and also provides a harvester, including the dual-clutch transmission described above.

[0025] The beneficial effects of adopting the above solution are: by controlling the speed and steering of the left and right half-shaft assemblies through the differential assembly and dual clutch, multiple steering modes can be realized, the turning radius can be reduced, the damage of tracked harvesters to plots and crops can be greatly reduced, flexibility can be increased, and product competitiveness can be improved. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of this utility model;

[0027] The attached diagram lists the components represented by each number as follows:

[0028] 1. First gear drive gear; 2. First shaft spacer; 3. Second gear drive gear; 4. First shaft; 5. Engaging sleeve; 6. First gear driven gear; 7. Second shaft; 8. Second gear driven gear; 9. Constant mesh drive gear; 10. Left clutch housing; 11. Left clutch piston; 12. Left clutch friction plate assembly; 13. Left reverse driven gear; 14. Reverse shaft; 15. Right clutch housing; 16. Right clutch piston; 17. Right clutch friction plate assembly; 18. Right reverse driven gear; 19. Differential assembly; 20. Third shaft piston; 21. Drive engagement gear; 22. Constant mesh driven gear 23. Wheel; 24. Three-shaft; 25. Reverse drive gear; 26. Spring retaining ring; 27. Four-shaft input gear; 28. Left four-shaft; 29. ​​Four-shaft gear; 30. Right four-shaft; 31. Half-shaft gear; 32. Left half-shaft assembly; 33. Right half-shaft assembly; 34. First differential gear; 35. Second differential gear; 36. Left bushing; 37. Clutch hydraulic control circuit; 38. Left oil filling chamber; 39. Left pressure spring; 40. Right bushing; 41. Right oil filling chamber; 42. Right pressure spring; 43. Differential oil filling chamber; 44. Differential hydraulic control circuit; 45. Differential pressure spring. Detailed Implementation

[0029] 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.

[0030] Example 1

[0031] like Figure 1 As shown, this embodiment discloses a dual-clutch transmission, including a transmission housing. Within the transmission housing, a first shaft 4, a second shaft 7, a third shaft 23, a left fourth shaft 27, a right fourth shaft 29, a left half-shaft assembly 31, a right half-shaft assembly 32, and a reverse shaft 14 are rotatably disposed. The first shaft 4, second shaft 7, third shaft 23, left fourth shaft 27, right fourth shaft 29, left half-shaft assembly 31, right half-shaft assembly 32, and reverse shaft 14 are all rotatably disposed within the transmission housing via bearings. The left fourth shaft 27 and the right fourth shaft 29 are coaxially arranged, as are the left half-shaft assembly 31 and the right half-shaft assembly 32. The first shaft 4, the second shaft 7, the third shaft 23, the left fourth shaft 27, the left half-shaft assembly 31, and the reverse shaft 14 are all arranged parallel and spaced apart.

[0032] 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 23 via gear transmission. A differential assembly 19 is rotatably mounted on the third shaft 23. One side of the differential assembly 19 is engaged with a drive engagement gear 21, and the other side is engaged with a reverse drive gear 24. Both the drive engagement gear 21 and the reverse drive gear 24 are synchronously connected to the third shaft 23 via splines. The third shaft 23 is provided with a differential hydraulic control circuit 43 for controlling the movement of the drive engagement gear 21 and the reverse drive gear 24 along the axial direction of the third shaft 23. The differential hydraulic control circuit 43 controls the interaction between the drive engagement gear 21 and the reverse drive gear 24 and the differential. Assembly 19 is disengaged; both ends of the differential assembly 19 are respectively connected to the left four-shaft 27 and the right four-shaft 29 via gears. The left four-shaft 27 is connected to the left half-shaft assembly 31 via gears, and the right four-shaft 29 is connected to the right half-shaft assembly 32 via gears. A left clutch assembly and a right clutch assembly are installed at intervals on the reverse shaft 14. The housings of the left clutch assembly and the right clutch assembly are synchronously connected to the reverse shaft 14 via splines. The left clutch assembly is connected to the three-shaft 23 via gears, and the housing of the left clutch assembly is connected to the differential assembly 19 via gears. The right clutch assembly is connected to the reverse drive gear 24 via gears.

[0033] In this embodiment, one end of the shaft 4 extends out of the gearbox housing. A first-speed drive gear 1 and a second-speed drive gear 3 are synchronously rotatably mounted on the shaft 4. Specifically, the first-speed drive gear 1 and the second-speed drive gear 3 are spaced apart by a shaft spacer 2. The two ends of the shaft spacer 2 abut against the first-speed drive gear 1 and the second-speed drive gear 3, respectively. The ends of the first-speed drive gear 1 and the second-speed drive gear 3 that are far apart from each other abut against the inner ring of the bearing, respectively.

[0034] A first-gear driven gear 6 and a second-gear driven gear 8 are rotatably mounted on the second shaft 7. A constant-mesh driving gear 9 is synchronously mounted on the second shaft 7. The second shaft 7 meshes with the constant-mesh driven gear 22 on the third shaft 23 through the constant-mesh driving gear 9. The first-gear driven gear 6 meshes with the first-gear driving gear 1, and the second-gear driven gear 8 meshes with the second-gear driving gear 3. A meshing sleeve 5 is provided between the first-gear driven gear 6 and the second-gear driven gear 8. The meshing sleeve 5 is slidably mounted on the second shaft 7 through a spline and is used to move along the axial direction of the second shaft 7 to mesh with the first-gear driven gear 6 and the second-gear driven gear 8 respectively. Since the meshing sleeve 5 and the second shaft 7 are connected by a spline, the meshing sleeve 5 and the second shaft 7 rotate synchronously, driving the meshing sleeve 5 to move on the second shaft 7, so that the meshing sleeve 5 meshes with the first gear driven gear 6 or the second gear driven gear 8 respectively, thereby realizing the synchronous rotation of the first gear driven gear 6 or the second gear driven gear 8 with the second shaft 7, thus realizing the second gear adjustment transmission from the first shaft 4 to the second shaft 7.

[0035] In this embodiment, a first differential gear 33 is fixedly sleeved on both ends of the differential assembly 19, a second differential gear 34 is fixedly sleeved on the differential assembly 19, and a constantly meshing driven gear 22 is synchronously rotated on the three shafts 23 via splines.

[0036] A left reverse driven gear 13 and a right reverse driven gear 18 are rotatably mounted on the reverse shaft 14. The left reverse driven gear 13 is connected to the left clutch assembly, and the right reverse driven gear 18 is connected to the right clutch assembly. A reverse shaft 14 drive gear is fixedly mounted on the housing of the left clutch assembly. The reverse shaft 14 drive gear meshes with the second differential gear 34 on the differential assembly 19.

[0037] The left clutch assembly includes a left clutch housing 10, a left clutch piston 11, and a left clutch friction plate assembly 12. The left clutch housing 10 is splined onto the reverse shaft 14. The left clutch piston 11 is slidably sleeved on the reverse shaft 14 and located inside the left clutch housing 10. The left clutch piston 11 is slidably sealed to the inner walls of the reverse shaft 14 and the left clutch housing 10. The left reverse driven gear 13 extends towards the left clutch piston 11 and is provided with a left bushing 35. The left clutch friction plate assembly 12 is splined onto the left bushing 35. The reverse shaft 14 is provided with a clutch hydraulic control oil passage 36. A left oil injection chamber 37 is provided between the end of the left clutch piston 11 away from the left clutch friction plate assembly 12 and the left clutch housing 10. The clutch hydraulic control oil passage 36 communicates with the left oil injection chamber 37. The left clutch piston 11 and the left reverse driven gear 13... A left clamping spring 38 is provided; the right clutch assembly includes a right clutch housing 15, a right clutch piston 16, and a right clutch friction plate assembly 17. The right clutch housing 15 is splined and sleeved on the reverse shaft 14. The right clutch piston 16 is slidably sleeved on the reverse shaft 14 and located inside the right clutch housing 15. The right clutch piston 16 is slidably sealed to the inner walls of the reverse shaft 14 and the right clutch housing 15. The right reverse driven gear 18 extends towards the right clutch piston 16 and is provided with a right bushing 39. The right clutch friction plate assembly 17 is splined and sleeved on the right bushing 39. A right oil injection chamber 40 is provided between the end of the right clutch piston 16 away from the right clutch friction plate assembly 17 and the right clutch housing 15. The clutch hydraulic control oil circuit 36 ​​is connected to the right oil injection chamber 40. A right clamping spring 41 is provided between the right clutch piston 16 and the right reverse driven gear 18. The clutch hydraulic control oil circuit 36 ​​drives the left clutch assembly and the right clutch assembly respectively, thereby controlling the different transmissions of the two shafts 7 and the differential assembly 19.

[0038] Both the left four-shaft 27 and the right four-shaft 29 are synchronously fitted with four-axis input gears 26 and four-axis gears 28. The left four-shaft 27 and the right four-shaft 29 respectively mesh with the first differential gears 33 at both ends of the differential assembly 19 through the four-axis input gears 26. Both the left half-shaft assembly 31 and the right half-shaft assembly 32 are synchronously fitted with half-shaft gears 30. The left half-shaft assembly 31 meshes with the four-axis gear 28 on the left four-shaft 27 through the half-shaft gear 30, and the right half-shaft assembly 32 meshes with the four-axis gear 28 on the right four-shaft 29 through the half-shaft gear 30.

[0039] In this embodiment, a three-axis piston 20 is provided on the inner side of both ends of the differential assembly 19. The three-axis piston 20 is slidably sleeved on the three shafts 23. The outer wall of the three-axis piston 20 is slidably sealed to the inner side of both ends of the differential assembly 19. A differential oil filling chamber 42 is provided between the three-axis piston 20 and the inner end faces of both ends of the differential assembly 19. The differential oil filling chamber 42 is connected to the differential hydraulic control oil circuit 43. The end of one three-axis piston 20 abuts against the end face of the active engagement gear 21, and the end of the other three-axis piston 20 abuts against the reverse drive gear 24. A spring retainer ring 25 is fixedly provided on the side of the active engagement gear 21 away from the differential assembly 19 and on the side of the reverse drive gear 24 away from the differential assembly 19. A differential compression spring 44 is provided between the spring retainer ring 25 and the active engagement gear 21 and between the spring retainer ring 25 and the reverse drive gear 24. The differential hydraulic control circuit 43 controls the movement of the three-shaft pistons 20 at both ends of the differential assembly 19, thereby realizing the engagement and disengagement of the active engagement gear 21 with the differential assembly 19, and the engagement and disengagement of the reverse active gear 24 with the differential assembly 19, thus realizing the differential transmission between the left half-shaft assembly 31 and the right half-shaft assembly 32.

[0040] Transmission power transmission route:

[0041] First gear: The shift fork shaft drives the shift fork to move, thereby pushing the engagement sleeve 5 to engage with the first gear driven gear, thus realizing the first gear driving gear 1 driving the first gear driven gear, thereby driving the second shaft 7 to rotate. The constant mesh driving gear 9 drives the constant mesh driven gear 22, which drives the third shaft 23 to rotate through the spline connection, driving the driving engagement gear 21. The driving engagement gear 21 drives the differential assembly 19 to rotate. The differential assembly 19 drives the fourth shaft input gear 26 to rotate. The fourth shaft input gear 26 drives the left fourth shaft 27 and the right fourth shaft 29 to rotate. Through the spline connection, the fourth shaft gear 28 rotates, driving the half shaft gear 30 to rotate. The half shaft gear 30 drives the left half shaft assembly 31 and the right half shaft assembly 32 to rotate, thus realizing first gear.

[0042] Second gear: The shift fork shaft drives the shift fork to move, thereby pushing the engagement sleeve 5 to engage with the second gear driven gear, thus realizing the second gear drive gear 3 driving the second gear driven gear, thereby driving the second shaft 7 to rotate. The constant mesh drive gear 9 drives the constant mesh driven gear 22, which drives the third shaft 23 to rotate through the spline connection, driving the drive engagement gear 21. The drive engagement gear 21 drives the differential assembly 19 to rotate. The differential assembly 19 drives the four-axis input gear 26 to rotate. The four-axis input gear 26 drives the left four-axis 27 and the right four-axis 29 to rotate. Through the spline connection, the four-axis gear 28 rotates, driving the half-shaft gear 30 to rotate. The half-shaft gear 30 drives the left half-shaft assembly 31 and the right half-shaft assembly 32 to rotate, thus realizing second gear.

[0043] Steering method 1: Pressure is provided by the differential hydraulic control oil circuit 43 inside the three shaft 23, which acts on the three shaft piston 20, pushing the active engagement gear 21 to disconnect from the clutch assembly. Power cannot be transmitted to the four shaft input gear 26, thus achieving a slow left turn.

[0044] Pressure is provided by the differential hydraulic control oil circuit 43 inside the three shaft 23, which acts on the three shaft piston 20, pushing the reverse drive gear 24 to disconnect from the clutch assembly. Power cannot be transmitted to the four shaft input gear 26, thus achieving a slow right turn.

[0045] Steering Method 2: Pressure is provided by the differential hydraulic control circuit 43 inside the three-shaft 23, acting on the three-shaft piston 20, pushing the active engagement gear 21 to disengage from the differential assembly 19. Pressure is provided by the clutch hydraulic control circuit 36 ​​inside the reverse shaft 14, and the left clutch piston 11 provides pressure to the left clutch friction plate assembly 12. Power is transmitted from the constantly meshing driven gear 22 to the left reverse driven gear 13. By controlling the change of friction force of the left clutch friction plate assembly 12, the speed is adjusted, thereby driving the left clutch housing 10. The left clutch housing 10 drives the differential assembly 19, and the differential assembly 19 drives the four-shaft input gear 26, realizing differential steering for left turns and forward and reverse steering.

[0046] This embodiment controls the speed and steering of the left and right half-shaft assemblies through the differential assembly 19 and dual clutch, realizing multiple steering modes, reducing the turning radius, greatly reducing the damage of the tracked harvester to the plot and crops, increasing flexibility, and improving product competitiveness.

[0047] Example 2

[0048] This embodiment discloses a harvester, including the aforementioned dual-clutch transmission. By controlling the speed and steering of the left and right half-shaft assemblies through the differential assembly 19 and the dual clutch, multiple steering modes are achieved, reducing the turning radius and significantly minimizing damage to fields and crops caused by the tracked harvester. This increases flexibility and enhances product competitiveness.

[0049] In the description of this utility model, it should be understood that the terms "center", "length", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "inner", "outer", "circumferential", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the system or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0050] In the description of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0051] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0052] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0053] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A dual-clutch transmission, characterized in that, The system includes a gearbox housing, within which are rotatably mounted a first shaft (4), a second shaft (7), a third shaft (23), a left fourth shaft (27), a right fourth shaft (29), a left half-shaft assembly (31), a right half-shaft assembly (32), and a reverse shaft (14). The left fourth shaft (27) and the right fourth shaft (29) are coaxially arranged, as are the left half-shaft assembly (31) and the right half-shaft assembly (32). The first shaft (4), the second shaft (7), the third shaft (23), the left fourth shaft (27), the left half-shaft assembly (31), and the reverse shaft (14) are all rotatably mounted. All are arranged in parallel intervals; the first shaft (4) and the second shaft (7) are connected by gear transmission, and the second shaft (7) and the third shaft (23) are connected by gear transmission; a differential assembly (19) is rotatably mounted on the third shaft (23), one side of the differential assembly (19) is engaged with a drive engagement gear (21), and the other side of the differential assembly (19) is engaged with a reverse drive gear (24). The drive engagement gear (21) and the reverse drive gear (24) are both connected to the third shaft (23) for synchronous rotation via splines. The third shaft (23) is equipped with A differential hydraulic control circuit (43) is provided for controlling the active engagement gear (21) and the reverse engagement gear (24) to move axially along the three shafts (23). The differential hydraulic control circuit (43) controls the active engagement gear (21) and the reverse engagement gear (24) to disengage from the differential assembly (19). The two ends of the differential assembly (19) are respectively connected to the left four-shaft (27) and the right four-shaft (29) via gears. The left four-shaft (27) is connected to the left half-shaft assembly (31) via gears. The right quadrature shaft (29) is connected to the right half-shaft assembly (32) via gears; the left clutch assembly and the right clutch assembly are installed at intervals on the reverse shaft (14). The housings of the left clutch assembly and the right clutch assembly are connected to the reverse shaft (14) synchronously via splines. The left clutch assembly is connected to the three shafts (23) via gears. The housing of the left clutch assembly is connected to the differential assembly (19) via gears. The right clutch assembly is connected to the reverse drive gear (24) via gears.

2. A dual-clutch transmission according to claim 1, characterized in that, A first-speed drive gear (1) and a second-speed drive gear (3) are synchronously rotated on the shaft (4). The shaft (4) is connected to the second shaft (7) through the first-speed drive gear (1) and the second-speed drive gear (3).

3. A dual-clutch transmission according to claim 2, characterized in that, A first-gear driven gear (6) and a second-gear driven gear (8) are rotatably mounted on the two shafts (7). A constant-mesh driving gear (9) is synchronously mounted on the two shafts (7). The two shafts (7) are connected to the three shafts (23) through the constant-mesh driving gear (9). The first-gear driven gear (6) meshes with the first-gear driving gear (1). The second-gear driven gear (8) meshes with the second-gear driving gear (3). A meshing sleeve (5) is provided between the first-gear driven gear (6) and the second-gear driven gear (8). The meshing sleeve (5) is slidably mounted on the two shafts (7) through a spline and is used to move along the axial direction of the two shafts (7) to mesh with the first-gear driven gear (6) and the second-gear driven gear (8) respectively.

4. A dual-clutch transmission according to claim 1, characterized in that, The differential assembly (19) has a first differential gear (33) fixedly mounted on both ends. The two ends of the differential assembly (19) are respectively connected to the left four shaft (27) and the right four shaft (29) through the first differential gear (33). The differential assembly (19) has a second differential gear (34) fixedly mounted on it. The differential assembly (19) is connected to the housing of the left clutch assembly through the second differential gear (34). The three shafts (23) have a constantly meshed driven gear (22) that rotates synchronously through splines. The three shafts (23) are connected to the two shafts (7) through the constantly meshed driven gear (22).

5. A dual-clutch transmission according to claim 1, characterized in that, A left reverse driven gear (13) and a right reverse driven gear (18) are rotatably sleeved on the reverse shaft (14). The reverse shaft (14) is connected to the three shafts (23) through the left reverse driven gear (13) and the right reverse driven gear (18). The left reverse driven gear (13) is connected to the left clutch assembly, and the right reverse driven gear (18) is connected to the right clutch assembly. The reverse shaft (14) drive gear is fixedly sleeved on the housing of the left clutch assembly. The reverse shaft (14) drive gear is connected to the differential assembly (19).

6. A dual-clutch transmission according to claim 5, characterized in that, The left clutch assembly includes a left clutch housing (10), a left clutch piston (11), and a left clutch friction plate assembly (12). The left clutch housing (10) is splined onto the reverse shaft (14). The left clutch housing (10) is connected to the differential assembly (19) via gears. The left clutch piston (11) is slidably sleeved on the reverse shaft (14) and located inside the left clutch housing (10). The left clutch piston (11) is slidably sealed to the reverse shaft (14) and the inner wall of the left clutch housing (10). The left reverse driven gear (13) extends towards the left clutch piston (11) and is provided with a left bushing (35). The left clutch friction plate assembly (12) is sleeved on the left bushing (35) via a spline. The reverse shaft (14) is provided with a clutch hydraulic control oil circuit (36). A left oil injection chamber (37) is provided between the end of the left clutch piston (11) away from the left clutch friction plate assembly (12) and the left clutch housing (10). The clutch hydraulic control oil circuit (36) is connected to the left oil injection chamber (37). The left clutch piston (11) 1) A left compression spring (38) is provided between the left reversing driven gear (13); the right clutch assembly includes a right clutch housing (15), a right clutch piston (16), and a right clutch friction plate assembly (17). The right clutch housing (15) is splined onto the reversing shaft (14), and the right clutch piston (16) is slidably sleeved on the reversing shaft (14) and located inside the right clutch housing (15). The right clutch piston (16) is slidably and sealingly connected to the reversing shaft (14) and the inner wall of the right clutch housing (15). The right reverse driven gear (18) extends towards the right clutch piston (16) and is provided with a right bushing (39). The right clutch friction plate assembly (17) is sleeved on the right bushing (39) via a spline. A right oil injection chamber (40) is provided between the end of the right clutch piston (16) away from the right clutch friction plate assembly (17) and the right clutch housing (15). The clutch hydraulic control oil circuit (36) is connected to the right oil injection chamber (40). A right pressure spring (41) is provided between the right clutch piston (16) and the right reverse driven gear (18).

7. A dual-clutch transmission according to any one of claims 1 to 6, characterized in that, Both the left four-axis (27) and the right four-axis (29) are synchronously fitted with a four-axis input gear (26) and a four-axis gear (28). The left four-axis (27) and the right four-axis (29) are respectively connected to the two ends of the differential assembly (19) through the four-axis input gear (26). The left four-axis (27) is connected to the left half-shaft assembly (31) through the four-axis gear (28), and the right four-axis (29) is connected to the right half-shaft assembly (32) through the four-axis gear (28).

8. A dual-clutch transmission according to any one of claims 1 to 6, characterized in that, Both the left half-shaft assembly (31) and the right half-shaft assembly (32) are synchronously fitted with half-shaft gears (30). The left half-shaft assembly (31) is connected to the left four-shaft (27) through the half-shaft gears (30), and the right half-shaft assembly (32) is connected to the right four-shaft (29) through the half-shaft gears (30).

9. A dual-clutch transmission according to any one of claims 1 to 6, characterized in that, The differential assembly (19) has three-axis pistons (20) on the inner sides of both ends. The three-axis pistons (20) are slidably sleeved on the three shafts. The outer wall of the three-axis pistons (20) is slidably sealed to the inner sides of both ends of the differential assembly (19). A differential oil filling chamber (42) is provided between the three-axis pistons (20) and the inner end faces of both ends of the differential assembly (19). The differential oil filling chamber (42) is connected to the differential hydraulic control oil circuit (43). The end of one of the three-axis pistons (20) abuts against the main shaft. The end face of the driving engagement gear (21) and the end of the other three-axis piston (20) abut against the reverse driving gear (24). A spring retainer ring (25) is fixedly provided on the side of the driving engagement gear (21) away from the differential assembly (19) and the side of the reverse driving gear (24) away from the differential assembly (19). A differential pressure spring is provided between the spring retainer ring (25) and the driving engagement gear (21) and between the spring retainer ring (25) and the reverse driving gear (24).

10. A harvester, characterized in that, Including the dual-clutch transmission as described in any one of claims 1 to 9.

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