Sub-drive type multi-gear gearbox

Abstract

The utility model relates to the field of gearboxes, in particular to a sub-drive type multi-gear gearbox, which comprises an input shaft, a first output shaft and a second output shaft, an output gear is coaxially fixed on the first output shaft, the second output shaft is coaxially and rotatably connected with an input gear, and a transmission gear is connected between the output gear and the input gear; meshing teeth are coaxially and fixedly arranged on the second output shaft, auxiliary teeth are coaxially and fixedly arranged on the input gear, and the auxiliary teeth are opposite to the meshing teeth; the meshing teeth are sleeved with a gear ring in a sliding connection mode, and teeth are arranged on the inner wall of the gear ring. Teeth on the inner wall of the gear ring can be meshed with the auxiliary teeth and the meshing teeth at the same time. By means of the scheme, switching between a front-rear-drive simultaneous driving mode and a front-drive (or rear-drive) independent driving mode is achieved, and adjustment can be conducted according to different actual conditions such as road conditions and vehicle conditions.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of gearbox, concretely relates to split drive type multi-gear gearbox. BACKGROUND

[0002] The vehicle can be applied to beach cross-country, mountain cargo, farm work and the like. The traditional vehicle is driven by the engine, the gearbox is shifted, and the power is transmitted to the wheels, thereby realizing the driving of the vehicle. However, the current vehicle is usually driven by the front drive or the rear drive. When the vehicle is heavily loaded or climbs a slope or travels on a poor road, the vehicle is simply driven by the front drive or the rear drive, so that the vehicle has poor power and cannot travel normally. If the front axle and the rear axle of the vehicle are both provided with driving force, the vehicle does not need large power when it travels on a flat road, and the front axle and the rear axle both have power output, so that the fuel consumption of the vehicle is high and the power is wasted. SUMMARY

[0003] The utility model intends to provide split drive type multi-gear gearbox, so as to realize the switching of the front and rear drive and the front drive (or the rear drive) alone driving mode, and the driving mode can be adjusted according to different road conditions, vehicle conditions and the like.

[0004] To achieve the above purpose, the utility model adopts the following technical scheme: the split drive type multi-gear gearbox comprises an input shaft, a first output shaft, a second output shaft, a coaxially fixed output gear on the first output shaft, a coaxially rotatably connected input gear on the second output shaft, and a transmission gear connected between the output gear and the input gear.

[0005] The second output shaft is coaxially provided with a meshing tooth, the input gear is coaxially fixed with a secondary tooth, and the secondary tooth and the meshing tooth are opposite to each other. A tooth ring is slidably connected to the meshing tooth, and the inner wall of the tooth ring is provided with teeth. The teeth on the inner wall of the tooth ring can be simultaneously engaged on the secondary tooth and the meshing tooth.

[0006] The principle and advantages of the scheme are as follows: one of the first output shaft and the second output shaft outputs power to the front axle, and the other output shaft outputs power to the rear axle. The power of the engine is input into the gearbox through the input shaft, the power is transmitted to the first output shaft after being transmitted in the gearbox, and the first output shaft rotates.

[0007] Meanwhile, the first output shaft drives the output gear to rotate, the output gear drives the transmission gear to rotate, and the transmission gear drives the input gear to rotate. The gear ring can slide on the meshing teeth. When the gear ring is only located on the meshing teeth and not on the auxiliary teeth, the input gear idles on the second output shaft, the second output shaft does not rotate and does not output power, at this time the vehicle is a front drive (or rear drive) single drive mode.

[0008] By sliding the gear ring to the auxiliary teeth, the teeth on the inner wall of the gear ring are engaged on the auxiliary teeth and the meshing teeth at the same time. At this time, the input gear drives the gear ring to rotate through the engagement of the auxiliary teeth and the gear ring, and the gear ring is engaged with the meshing teeth to drive the second output shaft to rotate. The second output shaft outputs power to the vehicle, at this time the vehicle is a front and rear drive simultaneous drive mode.

[0009] In summary, by sliding the gear ring, the front and rear drive simultaneous drive mode and the front drive (or rear drive) single drive mode are switched, which can be adjusted according to different road conditions, vehicle conditions and other actual conditions. In the case of good road conditions and small load, the vehicle can be adjusted to a front drive (or rear drive) single drive mode, and the vehicle fuel economy is good. When the road condition is poor, the load is large or the vehicle is climbing, the vehicle can be adjusted to a front and rear drive simultaneous drive mode, thereby improving the vehicle power and facilitating the vehicle to climb or adapt to large load conditions.

[0010] The present application can be applied to motorcycles, tricycles, agricultural vehicles, farmer vehicles and other vehicles, and is especially suitable for use in sand cars and modified sand cars.

[0011] Preferably, as an improvement, the gear ring is connected with a split drive switching yoke, and the split drive switching yoke is connected with a split drive switching yoke shaft.

[0012] Therefore, by moving the split drive switching yoke shaft, the split drive switching yoke shaft drives the split drive switching yoke to move, so that the gear ring moves on the meshing teeth.

[0013] Preferably, as an improvement, the number of transmission gears is odd. The odd number makes the rotation directions of the input gear and the output gear the same, and the rotation directions of the first output shaft and the second output shaft the same.

[0014] Preferably, as an improvement, a belt pulley is coaxially connected to the input shaft. Therefore, the belt pulley is connected to the belt, and the belt is connected to the output shaft of the engine. In this way, the engine can drive the input shaft to rotate through belt transmission, and the output shaft of the engine and the input shaft of the transmission can be arranged non-coaxially, thereby facilitating space arrangement. As for the engine, it can be a diesel engine or a gasoline engine according to actual conditions.

[0015] Preferably, as an improvement, the transmission further comprises a second output shaft, a second shaft, an intermediate shaft and a first gear unit, the second shaft is located between the first output shaft and the input shaft, the second shaft, the input shaft and the first output shaft are coaxially arranged;

[0016] The input shaft is coaxially fixed with a shaft gear, the intermediate shaft is coaxially fixed with a first gear, the first gear and the shaft gear are engaged; the second shaft transmits power to the first output shaft.

[0017] Thus, the input shaft drives the shaft gear to rotate, the shaft gear drives the first gear to rotate, so that the intermediate shaft rotates, the intermediate shaft transmits power to the second shaft through the first gear unit, and the second shaft rotates to transmit power to the first output shaft. The first gear unit is used to transmit power from the intermediate shaft to the second shaft and change the rotating speed of the second shaft, so as to realize gear shifting, and the transmission has multiple gears.

[0018] Meanwhile, the present scheme can also have the following effects: if the second output shaft is directly added on the basis of the prior art, the width of the transmission will be larger, and if the input shaft, the second shaft and the first output shaft are arranged in parallel, the width of the transmission will be larger, which is not conducive to the space arrangement of the transmission on the vehicle. Through the present scheme, the input shaft, the second shaft and the first output shaft are coaxially arranged, so that the input shaft, the second shaft and the first output shaft are not arranged in parallel, which greatly reduces the width of the transmission. Even if the second output shaft is arranged in the transmission, the width of the transmission will not increase too much, and the transmission can be installed on a vehicle with low length requirement and high width requirement.

[0019] Preferably, as an improvement, the first gear unit comprises multiple gear gears, the gear gears are rotatably connected to the second shaft; the intermediate shaft is coaxially fixed with multiple always-engaged gears, the multiple always-engaged gears are respectively engaged with the multiple gear gears; a synchronizer assembly is arranged between two gear gears and is transversely slidably arranged on the second shaft.

[0020] Thus, the rotation of the intermediate shaft drives the rotation of the multiple always-engaged gears, and the multiple always-engaged gears respectively drive the rotation of the multiple gear gears engaged therewith. When the synchronizer assembly does not act on any gear gear, the gear gears are idling on the second shaft. By sliding the synchronizer assembly, the synchronizer assembly acts on one of the gear gears, and at this time, the gear gear drives the second shaft to rotate through the synchronizer assembly, so as to realize power transmission. By making different synchronizer assemblies act on different gear gears, the rotating speed of the second shaft is different, so as to realize the switching of gears and speed.

[0021] Preferably, as an improvement, a synchronizer assembly is arranged between the shaft gear and the gear gear opposite to the shaft gear.

[0022] Thus, when the synchronizer assembly acts on the primary axle gear, the primary axle gear directly transmits power to the synchronizer assembly, and the synchronizer assembly drives the secondary axle to rotate, so that the primary axle gear not only has the function of driving the intermediate axle to rotate, but also has the function of driving the secondary axle to rotate. Therefore, the interaction between the synchronizer assembly and the primary axle gear can also be used as a gear of the gearbox, realizing full utilization of the primary axle gear.

[0023] Preferably, as an improvement, the plurality of gear positions are respectively a first gear, a second gear, and a third gear, and one of the first gear, the second gear, and the third gear is opposite to the primary axle gear.

[0024] Preferably, as an improvement, the secondary axle and the first output shaft are provided with a second speed change gear unit.

[0025] Thus, the second speed change gear unit can play a speed change function, so that the speed of the power transmitted from the secondary axle to the first output shaft can be changed, and the gears of the gearbox are increased.

[0026] Preferably, as an improvement, the second speed change gear unit comprises a force amplification pinion, a force amplification gear, and a transmission shaft, the force amplification pinion is coaxially fixedly connected to the secondary axle, the force amplification gear is coaxially rotatably connected to the first output shaft, the first output shaft has a synchronizer assembly sliding transversely thereon, and the synchronizer assembly is located between the force amplification gear and the force amplification pinion; the transmission shaft has a fifth gear and a sixth gear coaxially fixed thereon, the fifth gear meshes with the force amplification pinion, and the sixth gear meshes with the force amplification gear.

[0027] Thus, the secondary axle drives the force amplification pinion to rotate, the force amplification pinion drives the fifth gear to rotate, the fifth gear drives the transmission shaft to rotate, the transmission shaft drives the sixth gear to rotate, and the sixth gear drives the force amplification gear to rotate. When the synchronizer assembly acts on the force amplification pinion, the force amplification pinion drives the first output shaft to rotate through the synchronizer assembly, and the force amplification gear idles on the first output shaft. When the synchronizer assembly acts on the force amplification gear, the force amplification gear transmits rotation to the synchronizer assembly, and the synchronizer assembly drives the first output shaft to rotate. Therefore, the synchronizer assembly is switched between the force amplification gear and the force amplification pinion again, realizing speed and gear switching once again. Thus, the gearbox has more gears.

[0028] Preferably, as an improvement, a power take-off shaft is further included, the transmission shaft has a power take-off driving gear coaxially fixed thereon, the power take-off shaft has a power take-off engaging gear sliding transversely connected thereon, and the power take-off engaging gear can mesh with the power take-off driving gear. Thus, the transmission shaft drives the power take-off driving gear to rotate, when the power take-off engaging gear and the power take-off driving gear mesh, the power take-off shaft rotates, thereby facilitating power taking from the power take-off shaft by other parts of the vehicle, such as vehicle hopper lifting. When the power take-off engaging gear and the power take-off driving gear are separated, the power take-off shaft stops rotating, and no longer provides power to other parts of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 is a perspective view of a split drive multi-speed gearbox (without housing).

[0030] Figure 2 is Figure 1 another perspective view.

[0031] Figure 3 is Figure 1 yet another perspective view.

[0032] Figure 4 is a sectional view of a split drive multi-speed gearbox.

[0033] Figure 5 is Figure 4 an enlarged view of the middle part.

[0034] Figure 6 is Figure 4 an enlarged view of the left side.

[0035] Figure 7 is a perspective view of the input gear on the second output shaft. DETAILED DESCRIPTION

[0036] The following is further explained in detail through specific embodiments:

[0037] The reference signs in the attached drawings of the specification include: pulley 1, power take-off handle 2, split drive handle 3, housing 6, first output shaft 7, second output shaft 8, functional end 9, one shaft gear 10, second synchronizer assembly 11, second shift fork 12, third gear 13, second gear 14, first gear 15, intermediate shaft 16, first gear 17, fourth gear 18, third gear 19, second gear 20, seventh gear 21, reverse transmission gear 22, second shift fork shaft 23, first shift fork shaft 24, reverse switch fork shaft 25, force amplification pinion 26, fifth gear 27, sixth gear 28, force amplification gear 29, output gear 30, transmission gear 31, input gear 32, split drive switch fork shaft 33, third shift fork shaft 34, power take-off fork shaft 35, power take-off coupling gear 36, power take-off shaft 37, power take-off drive gear 38, input shaft 40, bearing 41, two shaft 42, gear ring 43, meshing teeth 44, secondary teeth 45.

[0038] Example 1

[0039] Basically as shown in the attached Figures 1-7 : split drive multi-speed gearbox, including input shaft 40, first output shaft 7, second output shaft 8, two shaft 42 and intermediate shaft 16. Since the outer housing 6 of the gearbox has little to do with the innovation of this patent, the outer housing 6 of the gearbox is not shown in Figures 1-3 the specification.

[0040] The input shaft 40 is used to be connected with an engine, which can be a gasoline engine or a diesel engine. The engine is connected with the input shaft 40, so that the power of the engine is transmitted to the gearbox. The engine transmits power to the input shaft 40, which can adopt a coaxial direct connection mode for power transmission, or can adopt an indirect transmission mode for power transmission. For example, in the embodiment, the end of the input shaft 40 is fixedly installed with a belt pulley 1, and a belt can be installed on the belt pulley 1. The belt is connected with the output shaft of the engine, so that the engine drives the input shaft 40 of the gearbox to rotate through belt transmission.

[0041] As shown in Figure 4 In the embodiment, the input shaft 40 is rotatably connected to the housing 6 through the bearing 41. The two shafts 42, the first output shaft 7 and the input shaft 40 are coaxially arranged. The two shafts 42 are located between the first output shaft 7 and the input shaft 40, and the two shafts 42 and the first output shaft 7 are rotatably connected to the housing 6 through the bearing 41.

[0042] As shown in Figure 4 , Figure 5 The intermediate shaft 16 and the two shafts 42 are arranged in parallel. The intermediate shaft 16 is rotatably connected to the housing 6 through the bearing 41. The end of the input shaft 40 away from the belt pulley 1 is coaxially fixedly installed (for example, fixed by key connection, pin connection or welding) with a one-shaft gear 10. The first gear 17 is coaxially fixed on the intermediate shaft 16. The first gear 17 and the one-shaft gear 10 are engaged. Thus, the input shaft 40 drives the one-shaft gear 10 to rotate, and the one-shaft gear 10 drives the first gear 17 to rotate, thereby driving the intermediate shaft 16 to rotate.

[0043] The first transmission gear unit is arranged in the gearbox. The first transmission gear unit is used to realize the transmission of power from the intermediate shaft 16 to the two shafts 42 and the switching of the rotating speed of the two shafts 42. Figure 4 , Figure 5As shown, the first variable gear unit includes a plurality of gear gears, each of which is rotatably connected to the second shaft 42. In this embodiment, the number of gear gears is three, and the three gear gears are in turn a first gear 15, a second gear 14, and a third gear 13. The second gear 14 is located between the first gear 15 and the third gear 13, and the third gear 13 is opposite the first shaft gear 10. The plurality of gear gears can be rotatably connected to the second shaft 42 by means of bearings. The intermediate shaft 16 has a plurality of constantly meshing gears fixed coaxially thereon, which are a second gear 20, a third gear 19, and a fourth gear 18. The second gear 20 constantly meshes with the first gear 15, the third gear 19 constantly meshes with the second gear 14, and the fourth gear 18 constantly meshes with the third gear 13. The first variable gear unit further includes two synchronizer assemblies mounted on the second shaft 42. In this embodiment, the two synchronizer assemblies are a first synchronizer assembly and a second synchronizer assembly 11. The first synchronizer assembly is located between the first gear 15 and the second gear 14, and the second synchronizer assembly 11 is located between the third gear 13 and the first shaft gear 10. The two synchronizer assemblies are laterally slidably arranged on the second shaft 42. By sliding the synchronizer assemblies, the corresponding synchronizer assemblies act on the corresponding gear gears or the first shaft gear 10, thereby achieving gear shifting. In the prior art, gear shifting in the automobile transmission is mostly achieved by using a synchronizer assembly to slide and act on different gear gears. The synchronizer assembly and the gear shifting principle both belong to the prior art and do not belong to the invention points of this patent. The specific structure of the synchronizer assembly and the gear shifting principle are not described in detail in this embodiment.

[0044] To facilitate the movement of the synchronizer assemblies, the first synchronizer assembly is connected to a first gear shift yoke, the first gear shift yoke is connected to a first gear shift yoke shaft 24, the second synchronizer assembly 11 is connected to a second gear shift yoke 12, and the second gear shift yoke 12 is connected to a second gear shift yoke shaft 23. In this way, the movement of the first synchronizer assembly or the second synchronizer assembly 11 can be achieved by moving the first gear shift yoke shaft 24 or the second gear shift yoke shaft 23.

[0045] In this embodiment, the number of gear gears is three, but in other embodiments, it can also be two, four, five, etc.

[0046] In this embodiment, the first shaft gear 10 is opposite the third gear 13, but in other embodiments, other gear gears can also be opposite the first shaft gear 10.

[0047] The second shaft 42 transmits power to the first output shaft 7. The power transmission method can be as follows: the second shaft 42 and the first output shaft 7 are fixedly connected, with the second shaft 42 directly transmitting power to the first output shaft 7. In this embodiment, the second shaft 42 transmits power to the first output shaft 7 indirectly. Specifically, the gearbox is equipped with a second transmission gear unit. The second transmission gear unit includes a small gear 26, a large gear 29, and a transmission shaft. The small gear 26 is coaxially fixedly connected to the end of the second shaft 42 away from the pulley 1. The large gear 29 is coaxially rotatably connected (specifically, the rotation can be achieved through bearings) to the first output shaft 7. A third synchronizer assembly slides laterally on the first output shaft 7, located between the large gear 29 and the small gear 26. By sliding laterally on the first output shaft 7, the synchronizer assembly can select whether to interact with the large gear 29 or the small gear 26. The transmission shaft rotates on the housing 6 via bearing 41. A fifth gear 27 and a sixth gear 28 are coaxially fixed on the transmission shaft. The fifth gear 27 meshes with the small gear 26, and the sixth gear 28 meshes with the large gear 29.

[0048] In this embodiment, a third shift fork is connected to the third synchronizer assembly, and a third shift fork shaft 34 is connected to the third shift fork. Thus, by moving the third shift fork shaft 34, the third shift fork shaft 34 drives the third shift fork to move, thereby realizing the left and right movement of the third synchronizer assembly.

[0049] In this embodiment, an output gear 30 is coaxially fixed to the first output shaft 7. The second output shaft 8 is rotatably connected to the housing 6 via bearings 41. An input gear 32 is coaxially rotatably connected (e.g., via bearings) to the second output shaft 8. A transmission gear 31 connects the output gear 30 and the input gear 32. Both ends of the transmission gear 31 are rotatably connected to the housing 6 via bearings 41. The number of transmission gears 31 is odd; in this embodiment, there is specifically one transmission gear 31.

[0050] Combination Figure 7 As shown, the second output shaft 8 is coaxially fixed with meshing teeth 44 (e.g., splines), and a secondary tooth 45 is coaxially fixed on the left side of the input gear 32. The secondary tooth 45 and the meshing tooth 44 are opposite each other, and the diameters of the secondary tooth 45 and the meshing tooth 44 are the same; Figure 6As shown, the meshing tooth 44 is sleeved with the gear ring 43 in sliding connection, and the inner wall of the gear ring 43 is provided with teeth; the teeth on the inner wall of the gear ring 43 can be engaged on the auxiliary tooth 45 and the meshing tooth 44 at the same time. The outer side wall of the gear ring 43 is connected with the split drive switching yoke, and the split drive switching yoke shaft 33 is connected with the split drive switching yoke, so that the movement of the split drive switching yoke shaft 33 realizes the movement of the split drive switching yoke, thereby driving the gear ring 43 to move left and right. In addition, the gearbox is provided with a split drive operation handle 3 for controlling the split drive switching yoke shaft 33, and the movement control of the split drive switching yoke shaft 33 is realized by controlling the split drive operation handle 3.

[0051] In some embodiments, one end of the second output shaft 9 in the embodiment delivers power to the vehicle running, and the other end can be provided as a functional end 9, thereby being connected with other components on the vehicle, and driving the components (such as pesticide spraying devices) for other functional customization of the vehicle.

[0052] The shifting process of the embodiment is as follows: the engine transmits power to the pulley 1, the pulley 1 drives the input shaft 40 to rotate, the input shaft 40 drives the one-axis gear 10 to rotate, the one-axis gear 10 drives the first gear 17 to rotate, the first gear 17 drives the intermediate shaft 16 to rotate, the intermediate shaft 16 drives the second gear 20, the third gear 19 and the fourth gear 18 to rotate, the second gear 20 drives the first gear 15 to rotate on the two-axis 42, the third gear 19 drives the second gear 14 to rotate on the two-axis 42, and the fourth gear 18 drives the third gear 13 to rotate on the two-axis 42. When the first synchronizer assembly and the second synchronizer assembly 11 are not in action with any gear and the one-axis gear 10, it is in neutral gear, and the two-axis 42 has no input power. By sliding the first synchronizer assembly left and right, the first synchronizer assembly is switched between the first gear 15 and the second gear 14 to realize the switching between the first gear and the second gear, and the second synchronizer assembly 11 is switched between the third gear 13 and the one-axis gear 10 to realize the switching between the third gear and the fourth gear, so that the gearbox gear adjustment realizes the adjustment of the rotation speed of the two-axis 42. When the first synchronizer assembly is in action with the first gear 15, the first gear 15 rotates to drive the first synchronizer assembly to rotate, thereby driving the two-axis 42 to rotate. Similarly, when the synchronizer assembly is in action with different gears or the one-axis gear 10, the two-axis rotates at different speeds. When the second synchronizer assembly 11 is in action with the one-axis gear 10, the one-axis gear 10 directly drives the second synchronizer assembly 11 to rotate, and the second synchronizer assembly 11 drives the two-axis 42 to rotate.

[0053] When the second shaft 42 rotates, the second shaft 42 drives the force adding pinion 26 to rotate. If the third synchronizer assembly acts on the force adding pinion 26, the force adding pinion 26 drives the first output shaft 7 to rotate through the third synchronizer assembly at this time. Although the force adding pinion 26 and the fifth gear 27 are engaged, the force adding pinion 26 drives the fifth gear 27 to rotate, the fifth gear 27 drives the transmission shaft to rotate, thereby driving the sixth gear 28 to rotate, and the sixth gear 28 drives the force adding gear 29 to rotate. However, the force adding gear 29 is in a relative rotating relationship with the first output shaft 7, so the force adding gear 29 does not apply force to the first output shaft 7 at this time. If the third synchronizer assembly slides to the force adding gear 29 and acts on the force adding gear 29, the force adding pinion 26 drives the fifth gear 27 to rotate at this time, the fifth gear 27 drives the sixth gear 28 to rotate, the sixth gear 28 drives the force adding gear 29 to rotate, and the force adding gear 29 drives the first output shaft 7 to rotate through the third synchronizer assembly. Therefore, by controlling the third synchronizer assembly to switch between the force adding gear 29 and the force adding pinion 26, the gear position is switched again. In this way, the number of gears of the gearbox is larger.

[0054] In the embodiment, it is assumed that the power output by the first output shaft 7 is transmitted to the front axle of the vehicle, and the power output by the second output shaft 8 is transmitted to the rear axle of the vehicle. When the gear ring 43 is located on the meshing teeth 44, the first output shaft 7 drives the output gear 30 to rotate at this time, the output gear 30 drives the transmission gear 31 to rotate, and the transmission gear 31 drives the input gear 32 to rotate. The input gear 32 idles on the second output shaft 8, and the second output shaft 8 does not rotate and does not output power at this time. The power of the vehicle comes from the first output shaft 7 only, and the vehicle is in a front drive only driving mode.

[0055] By sliding the gear ring 43 to the side teeth 45, the teeth on the inner wall of the gear ring 43 are engaged on the side teeth 45 and the meshing teeth 44 at the same time. At this time, the input gear 32 drives the gear ring 43 to rotate through the engagement of the side teeth 45 and the gear ring 43, the gear ring 43 is engaged with the meshing teeth 44 to drive the second output shaft 8 to rotate, and the second output shaft 8 outputs power to the rear axle of the vehicle. At this time, the vehicle is in a front and rear simultaneous driving mode.

[0056] In summary, the embodiment realizes the switching between the front and rear simultaneous driving mode and the front drive only driving mode by sliding the gear ring 43. The vehicle can be adjusted according to different road conditions, vehicle conditions and other actual conditions. In the case of good road conditions and small load, the vehicle can be adjusted to the front drive only driving mode, and the fuel economy of the vehicle is good. In the case of poor road conditions, large load or climbing, the vehicle can be adjusted to the front and rear simultaneous driving mode, thereby improving the power of the vehicle and facilitating the vehicle to climb or adapt to large load conditions.

[0057] Embodiment 2

[0058] The embodiment is further limited based on embodiment 1, the split drive multi-gear transmission in the embodiment further comprises a power take-off shaft 37, the power take-off shaft 37 is rotatably connected to the housing 6 through a bearing 41, the power take-off shaft 37 is parallel to the transmission shaft, a power take-off driving gear 38 is coaxially fixed on the transmission shaft, a power take-off engaging gear 36 is transversely slidably connected (for example, through the cooperation of spline and spline groove) on the power take-off shaft 37, and the power take-off engaging gear 36 can engage with the power take-off driving gear 38. The power take-off engaging gear 36 is connected with a power take-off fork, the power take-off fork is connected with a power take-off fork shaft 35, the power take-off fork shaft 35 is transversely moved to drive the power take-off fork to move, and the power take-off fork drives the power take-off engaging gear 36 to move. In addition, the transmission is also provided with a power take-off operating handle 2, the power take-off operating handle 2 is connected with the power take-off fork shaft 35, and the movement control of the power take-off fork shaft 35 is realized by controlling the power take-off operating handle 2.

[0059] Therefore, the transmission shaft drives the power take-off driving gear 38 to rotate, when power take-off through the power take-off shaft 37 is needed, the power take-off engaging gear 36 is slid, the power take-off engaging gear 36 and the power take-off driving gear 38 are engaged, at this time the driving gear drives the power take-off engaging gear 36 to rotate, the power take-off engaging gear 36 drives the power take-off shaft 37 to rotate, thereby facilitating the power take-off from the power take-off shaft 37 to other parts of the vehicle, for example, the power take-off shaft 37 transmits power to the vehicle tipping bucket, and the vehicle tipping bucket is lifted. When power take-off through the power take-off shaft 37 is not needed, the power take-off engaging gear 36 is moved to the left, the power take-off engaging gear 36 and the power take-off driving gear 38 are separated, and the power take-off shaft 37 stops rotating, and no longer provides power to other parts of the vehicle. Figure 4 、 Figure 6 The power take-off engaging gear 36 is moved to the left, the power take-off engaging gear 36 and the power take-off driving gear 38 are separated, and the power take-off shaft 37 stops rotating, and no longer provides power to other parts of the vehicle.

[0060] Embodiment 3

[0061] The seventh gear 21 is also coaxially fixed on the intermediate shaft 16, the transmission is provided with a reverse transmission gear 22, the reverse transmission gear 22 is coaxially fixed on the second shaft 42, the transmission is also provided with an intermediate gear, the intermediate gear is transversely slidably connected on an intermediate gear shaft (the intermediate gear shaft is installed in the housing), the reverse switch fork is provided on the intermediate gear, the reverse switch fork is connected with a reverse switch fork shaft 25, the reverse switch fork shaft 25 drives the reverse switch fork to move, and the reverse switch fork drives the intermediate gear to move. The intermediate gear can simultaneously engage with the seventh gear 21 and the reverse transmission gear 22.

[0062] Thus, when the vehicle is running forward, the intermediate gear is not located between the seventh gear 21 and the reverse drive gear 22. When reverse is needed, the intermediate gear is moved to be located between the seventh gear 21 and the reverse drive gear 22, at this time the seventh gear 21 drives the intermediate gear to rotate, the intermediate gear drives the reverse drive gear 22, the reverse drive gear 22 drives the second shaft 42 to rotate reversely, so that the switching to the reverse is realized, and the vehicle retreats.

[0063] The above is only the embodiment of the present application, and the well-known specific technical solutions and / or common knowledge of characteristics are not described in detail. It should be noted that, for those skilled in the art, without departing from the technical solutions of the present application, a number of modifications and improvements can be made, which should also be considered as the protection scope of the present application, and these will not affect the effect and practicality of the present application. The protection scope of the present application should be subject to the content of its claims, and the specific implementation mode and the like in the specification can be used to explain the content of the claims.

Claims

1. A split-drive multi-gear transmission, comprising an input shaft and a first output shaft, characterized in that: It also includes a second output shaft, the first output shaft is coaxially fixed with an output gear, the second output shaft is coaxially rotatably connected with an input gear, and a transmission gear is connected between the output gear and the input gear; The second output shaft is coaxially fixed with meshing teeth, and the input gear is coaxially fixed with auxiliary teeth, which are opposite to the meshing teeth; a gear ring is slidably connected to the meshing teeth, and teeth are provided on the inner wall of the gear ring; the teeth on the inner wall of the gear ring can simultaneously mesh with the auxiliary teeth and the meshing teeth.

2. The multi-speed, split-drive gearbox according to claim 1, characterized in that: The gear ring is connected to a drive switching fork, and the drive switching fork is connected to a drive switching fork shaft.

3. The multi-speed, split-drive gearbox according to claim 1, characterized in that: The number of transmission gears is odd, and a pulley is coaxially connected to the input shaft.

4. The multi-speed gearbox with split-drive configuration according to claim 1, characterized in that: It also includes a second shaft, an intermediate shaft, and a first speed-changing gear unit. The second shaft is located between the first output shaft and the input shaft, and the second shaft, the input shaft, and the first output shaft are coaxially arranged. A shaft gear is coaxially fixed on the input shaft, and a first gear is coaxially fixed on the intermediate shaft. The first gear meshes with the shaft gear; the two shafts transmit power to the first output shaft.

5. The split-drive multi-gear transmission according to claim 4, characterized in that: The first gear transmission unit includes multiple gear positions, all of which are rotatably connected to two shafts; multiple constantly meshing gears are coaxially fixed on the intermediate shaft, and the multiple constantly meshing gears mesh with the multiple gear positions respectively; a synchronizer assembly is provided between two gear positions, and the synchronizer assembly is laterally slidably disposed on the two shafts.

6. The multi-speed, split-drive gearbox according to claim 5, characterized in that: A synchronizer assembly is also provided between the primary gear and the gear corresponding to the primary gear.

7. The multi-speed, split-drive transmission according to claim 6, characterized in that: The multiple gears are designated as first gear, second gear, and third gear, with one of the first gear, second gear, and third gears being opposite to a shaft gear.

8. The multi-speed gearbox with split-drive configuration according to claim 4, characterized in that: The two shafts and the first output shaft are equipped with a second speed-changing gear unit.

9. The multi-speed gearbox with split-drive configuration according to claim 8, characterized in that: The second transmission gear unit includes a small gear, a large gear, and a transmission shaft. The small gear is coaxially fixedly connected to the two shafts, and the large gear is coaxially rotatably connected to the first output shaft. A synchronizer assembly slides laterally on the first output shaft, and the synchronizer assembly is located between the large gear and the small gear. A fifth gear and a sixth gear are coaxially fixed on the transmission shaft. The fifth gear meshes with the small gear, and the sixth gear meshes with the large gear.

10. The split-drive multi-gear transmission according to claim 9, characterized in that: It also includes a power take-off shaft, on which a power take-off drive gear is coaxially fixed, and a power take-off engagement gear is laterally slidably connected, wherein the power take-off engagement gear and the power take-off drive gear can mesh.

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