Power shifting gearbox and tractor

Abstract

The utility model discloses a power shifting gearbox and a tractor, a first gear on a first shaft and a second gear on a second shaft in a main transmission are meshed to form at least two first gear pairs, and main clutches are in one-to-one correspondence with the first gear pairs; and the other main clutches are disconnected from the corresponding first gear pairs, so that gear shifting is carried out by selectively combining one of the main clutches. In addition, due to the fact that a third gear on a third shaft and a second gear on a fourth shaft in the auxiliary speed change are meshed to form at least two second gear pairs, and auxiliary clutches correspond to the second gear pairs in a one-to-one mode, when one auxiliary clutch is combined with the corresponding second gear pair, other auxiliary clutches are disconnected with the corresponding second gear pairs, and the auxiliary speed change is achieved. And gear shifting is carried out by selecting and combining one of the auxiliary clutches. Therefore, according to the power gear shifting gearbox, multi-gear switching can be achieved under the condition that power is not interrupted, and the working efficiency can be improved.

Description

Technical Field

[0001] This application relates to the field of power transmission technology, and in particular to a power shift gearbox and a tractor. Background Technology

[0002] Tractors operate under complex conditions, requiring the gearbox to be switched to the appropriate gear for each condition to maximize their operational advantages. Existing tractor gearboxes employ various shifting methods, such as sliding gear shifting or meshing sleeve shifting. However, achieving multi-gear switching often necessitates cutting off power, resulting in low shifting efficiency and impacting overall work efficiency. Utility Model Content

[0003] The purpose of this application is to provide a power shift gearbox and a tractor that can switch between multiple gears without interrupting power, thereby improving work efficiency.

[0004] The embodiments of this application can be implemented as follows:

[0005] In a first aspect, this utility model provides a power shift transmission, comprising:

[0006] The main transmission includes a first shaft, a second shaft, and at least two main clutches. The first shaft and the second shaft are parallel. The first shaft is used to connect to the engine. At least two first gears are provided on the first shaft, and the second shaft is provided with a main transmission output gear and at least two second gears. The first gears and the second gears mesh one-to-one to form at least two first gear pairs. The main clutches correspond one-to-one with the first gear pairs. When one main clutch engages with its corresponding first gear pair, the other main clutches disengage from their respective first gear pairs.

[0007] The auxiliary transmission, located on the side of the main transmission away from the engine, includes a third shaft, a fourth shaft, and at least two auxiliary clutches. The third and fourth shafts are parallel, and the fourth shaft is concentric with the second shaft. The third shaft has an auxiliary transmission input gear and at least two third gears, and the fourth shaft has at least two fourth gears. The auxiliary transmission input gear meshes with the main transmission output gear. The third and fourth gears mesh one-to-one to form at least two second gear pairs. The auxiliary clutches correspond one-to-one with the second gear pairs; when one auxiliary clutch engages with its corresponding second gear pair, the other auxiliary clutches disengage from their respective second gear pairs.

[0008] In an optional embodiment, at least one main clutch is provided on both the first shaft and the second shaft.

[0009] In an alternative embodiment, the first shaft has two main clutches, and a first gear is located between the two main clutches.

[0010] In an alternative embodiment, the second shaft has two main clutches, and a second gear is located between the two main clutches.

[0011] In an optional implementation, all the first gears include a first-speed drive gear, a second-speed drive gear, a third-speed drive gear, and a fourth-speed drive gear;

[0012] The entire second gear system includes the first driven gear, the second driven gear, the third driven gear, and the fourth driven gear;

[0013] The first-gear driven gear meshes with the first-gear driven gear, the second-gear driven gear meshes with the second-gear driven gear, the third-gear driven gear meshes with the third-gear driven gear, and the fourth-gear driven gear meshes with the fourth-gear driven gear;

[0014] The main clutch on the first shaft includes a second-speed clutch and a third-speed clutch. The second-speed clutch can selectively engage with the second-speed drive gear, and the third-speed clutch can selectively engage with the third-speed drive gear.

[0015] The main clutch on the second shaft includes a first-gear clutch and a fourth-gear clutch. The first-gear clutch can selectively engage with the first-gear driven gear, and the fourth-gear clutch can selectively engage with the fourth-gear driven gear.

[0016] In an optional embodiment, the first gear drive gear, the fourth gear drive gear, the internal gear ring of the second gear clutch, and the internal gear ring of the third gear clutch are rigidly connected to the first shaft respectively.

[0017] The second-speed drive gear and the third-speed drive gear are respectively sleeved on the first shaft;

[0018] The main transmission output gear, the second-speed driven gear, the third-speed driven gear, the internal gear ring of the first-speed clutch, and the internal gear ring of the fourth-speed clutch are rigidly connected to the second shaft respectively.

[0019] The first-speed driven gear and the fourth-speed driven gear are respectively sleeved with the second shaft.

[0020] In an optional embodiment, the fourth-speed drive gear is located between the second-speed clutch and the third-speed clutch, and the outer gear ring of the second-speed clutch, the outer gear ring of the third-speed clutch, the fourth-speed drive gear, and the first shaft are integrated into one unit.

[0021] In an optional embodiment, the second-gear driven gear is located between the first-gear clutch and the fourth-gear clutch, and the outer gear ring of the first-gear clutch, the outer gear ring of the fourth-gear clutch, the second-gear driven gear, and the second shaft are integrated as one unit.

[0022] In an optional embodiment, at least one secondary clutch is provided on each of the third and fourth shafts.

[0023] In an optional embodiment, the third shaft has two secondary clutches, and a third gear is located between the two secondary clutches.

[0024] In an alternative embodiment, the fourth shaft has two secondary clutches, and a fourth gear is located between the two secondary clutches.

[0025] In an optional implementation, all third gears include S-gear drive gear, H-gear drive gear, M-gear drive gear, and L-gear drive gear;

[0026] All fourth gears include the S gear driven gear, H gear driven gear, M gear driven gear, and L gear driven gear;

[0027] The S-gear drive gear meshes with the S-gear driven gear, the H-gear drive gear meshes with the H-gear driven gear, the M-gear drive gear meshes with the M-gear driven gear, and the L-gear drive gear meshes with the L-gear driven gear;

[0028] The secondary clutch on the third shaft includes an S-mode clutch and an M-mode clutch. The S-mode clutch can selectively engage with the S-mode drive gear, and the M-mode clutch can selectively engage with the M-mode drive gear.

[0029] The secondary clutch on the fourth shaft includes an H-gear clutch and an L-gear clutch. The H-gear clutch can selectively engage with the H-gear driven gear, and the L-gear clutch can selectively engage with the L-gear driven gear.

[0030] In an optional embodiment, the auxiliary transmission input gear, the H-gear drive gear, the L-gear drive gear, the internal gear ring of the S-gear clutch, and the internal gear ring of the M-gear clutch are all rigidly connected to the third shaft.

[0031] The S-gear drive gear and the M-gear drive gear are respectively sleeved with the third shaft;

[0032] The S-gear driven gear, the M-gear driven gear, the internal gear ring of the H-gear clutch, and the internal gear ring of the L-gear clutch are all rigidly connected to the fourth shaft.

[0033] The H-gear driven gear and the L-gear driven gear are respectively sleeved with the fourth shaft.

[0034] In an optional embodiment, the H-gear drive gear is located between the S-gear clutch and the M-gear clutch, and the outer gear ring of the S-gear clutch, the outer gear ring of the M-gear clutch, the H-gear drive gear and the third shaft are connected as one unit;

[0035] In an optional embodiment, the H-gear driven gear is located between the H-gear clutch and the L-gear clutch, and the outer gear ring of the H-gear clutch, the outer gear ring of the L-gear clutch, the H-gear driven gear, and the fourth shaft are integrated as one unit.

[0036] In an optional embodiment, the power shift transmission further includes a PTO shaft, which is concentric with the first shaft.

[0037] In an optional embodiment, the third shaft is a hollow drive shaft, the third shaft is concentric with the first shaft, and the PTO shaft passes through the third shaft.

[0038] In an optional implementation, the third axis is a solid axis and is parallel to the first axis.

[0039] In an optional embodiment, the main transmission further includes a reverse gear shaft parallel to the first shaft, and a reverse idler gear, a reverse clutch, and a reverse drive gear disposed on the reverse gear shaft;

[0040] All of the first gears include a drive gear, which meshes with the reverse idler gear;

[0041] All of the second gears include a reverse driven gear, and the reverse driving gear meshes with the reverse driven gear;

[0042] The reverse clutch can be selectively engaged with the reverse drive gear.

[0043] In an optional embodiment, the first-speed drive gear is rigidly connected to the first shaft;

[0044] The reverse idler gear and the internal gear ring of the reverse clutch are rigidly connected to the reverse shaft, respectively.

[0045] The reverse gear drive gear is sleeved with the reverse gear shaft;

[0046] The reverse gear is rigidly connected to the second shaft.

[0047] In an optional embodiment, the first shaft, the second shaft, and the reverse gear shaft are arranged in a triangular pattern in space.

[0048] In an optional embodiment, a torsional damper is provided at one end of the first shaft, the torsional damper being used to connect to the flywheel of the engine.

[0049] Secondly, this utility model provides a tractor, including the power shift gearbox described in any of the foregoing embodiments.

[0050] Compared with the prior art, the beneficial effects of the embodiments of this application include, for example:

[0051] Because the first gear on the first shaft and the second gear on the second shaft in the main transmission mesh to form at least two first gear pairs, and each main clutch corresponds one-to-one with a first gear pair, when one main clutch engages with one first gear pair, the other main clutches disengage from their respective first gear pairs. This allows for gear shifting through selective engagement of each main clutch, ensuring uninterrupted power during gear shifting. Furthermore, because the third gear on the third shaft and the second gear on the fourth shaft in the auxiliary transmission mesh to form at least two second gear pairs, and each auxiliary clutch corresponds one-to-one with a second gear pair, when one auxiliary clutch engages with its corresponding second gear pair, the other auxiliary clutches disengage from their respective second gear pairs. This allows for gear shifting through selective engagement of each auxiliary clutch, ensuring uninterrupted power during gear shifting. Therefore, the power shift transmission of this embodiment can achieve multi-gear switching without interrupting power, which is beneficial for improving operational efficiency.

[0052] In addition, since the auxiliary transmission is located on the side of the main transmission away from the engine, the first and second shafts are arranged in parallel, the third and fourth shafts are arranged in parallel, and the fourth shaft is concentric or parallel to the second shaft, thus making the structure of the entire gearbox more compact. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0054] Figure 1 This is a schematic diagram of the power shift transmission in one embodiment of this application;

[0055] Figure 2 for Figure 1 Spatial layout diagram of each axis in the center;

[0056] Figure 3 This is a schematic diagram of the power shift transmission in another embodiment of this application;

[0057] Figure 4 for Figure 3 Spatial layout diagram of each axis in the center;

[0058] Figure 5 This is a schematic diagram of the power shift transmission in another embodiment of this application;

[0059] Figure 6 This is a schematic diagram of the power shift transmission in other embodiments of this application.

[0060] Icons: M - Main transmission; S - Secondary transmission; S1 - First shaft; S2 - Second shaft; S3 - Third shaft; S4 - Fourth shaft; SR - Reverse shaft; SPTO - PTO shaft; ZR - Reverse idler gear; CR - Reverse clutch; ZR1 - Reverse drive gear; Z11 - First drive gear; Z21 - Second drive gear; C2 - Second clutch; Z41 - Fourth drive gear; C3 - Third clutch; Z31 - Third drive gear; Z12 - First driven gear; C1 - First clutch; Z22 - Second driven gear; C4 - Four-speed clutch; Z42 - Fourth-speed driven gear; Z32 - Third-speed driven gear; ZR2 - Reverse driven gear; ZM - Main transmission output gear; ZS - Secondary transmission input gear; ZS1 - S-speed driving gear; CS - S-speed clutch; ZH1 - H-speed driving gear; CM - M-speed clutch; ZM1 - M-speed driving gear; ZL1 - L-speed driving gear; ZS2 - S-speed driven gear; ZH2 - H-speed driven gear; CH - H-speed clutch; ZM2 - M-speed driven gear; CL - L-speed clutch; ZL2 - L-speed driven gear. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0062] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0063] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0064] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0065] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0066] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0067] Transmissions play a crucial role in the automotive industry. Their structural design, performance parameters, and functional types all significantly impact vehicle operation. Tractors also place high demands on their transmissions, requiring them to withstand harsh working conditions, be easy to operate to reduce driver workload, and offer a certain level of operational comfort. A variety of transmissions are used in tractors on the market, and the transmission's shifting mechanism determines its applicable fields and operational difficulty. The main shifting mechanisms are as follows:

[0068] 1. Gear-sliding or meshing sleeve shifting requires power to be cut off during shifting, and the circumferential speeds of the gears or meshing sleeves must be synchronized for smooth gear engagement. Its disadvantages include impact and noise during shifting, reduced gear lifespan, longer shifting times, and potential disruption to the driver's operation. It is widely used in low-cost small tractors.

[0069] 2. Synchronizer shifting requires disconnecting the power supply and related components from their shared speed during shifting. Compared to gear sliding and meshing sleeve shifting structures, it offers significant improvements in synchronization time, impact force, and noise. Most small and medium-sized domestically produced tractors currently use this structure, with power generally below 200 horsepower.

[0070] 3. Interval power shifting, characterized by a combination of power shifting and synchronizer shifting, allows for power shifting in commonly used gears, while synchronizer shifting can switch to more gears according to operating conditions, greatly improving work efficiency and shifting comfort. It is suitable for tractors with a large number of gears and is gradually replacing engagement sleeve and synchronizer shifting.

[0071] 4. Full-power shifting allows gear shifting without interrupting power. Its main advantages are greatly simplified operation, reduced difficulty and labor intensity, and thus improved work efficiency. Suitable for large tractors.

[0072] However, because tractors need to frequently shift gears in actual working conditions to achieve multi-gear switching, the engine power needs to be cut off by disengaging the clutch before shifting gears, resulting in low shifting efficiency and affecting work efficiency.

[0073] To this end, the inventor has proposed the following power shift gearbox and a tractor equipped with the power shift gearbox. The gearbox is characterized by its simple structure, complete functions, low manufacturing cost, and high transmission efficiency. It can achieve power shifting and power reversal without interrupting power.

[0074] The following is in conjunction with the appendix Figures 1 to 4 This application provides a detailed description of some embodiments. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0075] This application discloses a power shift transmission that can be applied to tractors, and of course, to other vehicles as well, with no limitation on the specific application scenario.

[0076] The power shift transmission includes the main gear (M) and the auxiliary gear (S).

[0077] The main transmission M includes a first shaft S1, a second shaft S2, and at least two main clutches. The first shaft S1 and the second shaft S2 are parallel. The first shaft S1 is used to connect to the engine. At least two first gears are provided on the first shaft S1. The second shaft S2 is provided with a main transmission output gear ZM and at least two second gears. The first gears and the second gears mesh in a one-to-one correspondence to form at least two first gear pairs. The main clutches correspond one-to-one with the first gear pairs. When one main clutch is engaged with its corresponding first gear pair, the other main clutches are disengaged from their respective first gear pairs.

[0078] The auxiliary transmission S is located on the side of the main transmission M away from the engine. The auxiliary transmission S includes a third shaft, a fourth shaft S4, and at least two auxiliary clutches. The third shaft and the fourth shaft S4 are parallel, and the fourth shaft S4 and the second shaft S2 are concentric. The third shaft is provided with an auxiliary transmission input gear ZS and at least two third gears, and the fourth shaft S4 is provided with at least two fourth gears. The auxiliary transmission input gear ZS meshes with the main transmission output gear ZM. The third gears and the fourth gears mesh one-to-one to form at least two second gear pairs. The auxiliary clutches correspond one-to-one with the second gear pairs. When one auxiliary clutch engages with its corresponding second gear pair, the other auxiliary clutches disengage from their respective second gear pairs.

[0079] In this way, since the first gear on the first shaft S1 and the second gear on the second shaft S2 in the main transmission M mesh to form at least two first gear pairs, and each main clutch corresponds to one of these first gear pairs, when one main clutch engages with one first gear pair, the other main clutches disengage from their respective first gear pairs. This allows for gear shifting through selective engagement of each main clutch, ensuring uninterrupted power during gear shifting. Furthermore, since the third gear on the third shaft and the second gear on the fourth shaft S4 in the auxiliary transmission S mesh to form at least two second gear pairs, and each auxiliary clutch corresponds to one of these second gear pairs, when one auxiliary clutch engages with its corresponding second gear pair, the other auxiliary clutches disengage from their respective second gear pairs. This allows for gear shifting through selective engagement of each auxiliary clutch, ensuring uninterrupted power during gear shifting. Therefore, the power shift transmission of this embodiment can achieve multi-gear switching without interrupting power, which is beneficial for improving operational efficiency. In addition, since the auxiliary transmission S is located on the side of the main transmission away from the engine, the first shaft S1 and the second shaft S2 are arranged in parallel, the third shaft and the fourth shaft S4 are arranged in parallel, and the fourth shaft S4 is concentric or parallel to the second shaft S2, thus making the structure of the entire gearbox more compact.

[0080] In the main transmission M, at least one main clutch is located on the first shaft S1 and the second shaft S2. For example, the first shaft S1 may have two main clutches, with a first gear located between the two main clutches; or the second shaft S2 may have two main clutches, with a second gear located between the two main clutches. Of course, in some embodiments, at least two main clutches may be provided only on the first shaft S1; or at least two main gear clutches may be provided only on the second shaft S2.

[0081] In detail, the first gear consists of a first-gear drive gear Z11, a second-gear drive gear Z21, a third-gear drive gear Z31, and a fourth-gear drive gear Z41; the second gear consists of a first-gear driven gear Z12, a second-gear driven gear Z22, a third-gear driven gear Z32, and a fourth-gear driven gear Z42; the first-gear driven gear Z12 meshes with the first-gear drive gear Z11, the second-gear driven gear Z22 meshes with the second-gear drive gear Z21, the third-gear driven gear Z32 meshes with the third-gear drive gear Z31, and the fourth-gear driven gear Z42 meshes with the fourth-gear drive gear Z41.

[0082] The main clutches on the first shaft S1 include a second-gear clutch C2 and a third-gear clutch C3. The second-gear clutch C2 can selectively engage with the second-gear drive gear Z21, and the third-gear clutch C3 can selectively engage with the third-gear drive gear Z31. The main clutches on the second shaft S2 include a first-gear clutch C1 and a fourth-gear clutch C4. The first-gear clutch C1 can selectively engage with the first-gear driven gear Z12, and the fourth-gear clutch C4 can selectively engage with the fourth-gear driven gear Z42.

[0083] Among them, the first gear drive gear Z11, the fourth gear drive gear Z41, the internal gear ring of the second gear clutch C2 and the internal gear ring of the third gear clutch C3 are rigidly connected to the first shaft S1 and fixed relative to the first shaft S1 so as to rotate synchronously with the first shaft S1. For example, the internal gear ring of the second gear clutch C2, the fourth gear drive gear Z41 and the internal gear ring of the third gear clutch C3 are respectively integrated with the first shaft S1.

[0084] The second-speed drive gear Z21 and the third-speed drive gear Z31 are respectively engaged with the first shaft S1. Therefore, they can rotate relative to the first shaft S1 when not engaged with the main clutch, and be fixed relative to the first shaft S1 when engaged with the main clutch, so as to rotate synchronously with the first shaft S1.

[0085] The main transmission output gear ZM, the second-gear driven gear Z22, the third-gear driven gear Z32, the internal gear ring of the first-gear clutch C1, and the internal gear ring of the fourth-gear clutch C4 are rigidly connected to the second shaft S2, remain fixed relative to the second shaft S2, and rotate synchronously with the second shaft S2. For example, the internal gear ring of the first-gear clutch C1, the second-gear driven gear Z22, and the internal gear ring of the fourth-gear clutch C4 are respectively integrated with the second shaft S2.

[0086] The first-gear driven gear Z12 and the fourth-gear driven gear Z42 are respectively engaged with the second shaft S2. Therefore, they can rotate relative to the second shaft S2 when not engaged with the secondary clutch, and be fixed relative to the second shaft S2 when engaged with the secondary clutch, and rotate synchronously with the second shaft S2.

[0087] The fourth-speed drive gear Z41 is located between the second-speed clutch C2 and the third-speed clutch C3, and the outer gear rings of the second-speed clutch C2 and the third-speed clutch C3, the fourth-speed drive gear Z41, and the first shaft S1 are connected as a single unit. The second-speed driven gear Z22 is located between the first-speed clutch C1 and the fourth-speed clutch C4, and the outer gear rings of the first-speed clutch C1 and the fourth-speed clutch C4, the second-speed driven gear Z22, and the second shaft S2 are connected as a single unit.

[0088] In addition, the main transmission M also includes a reverse gear shaft SR parallel to the first shaft S1, and a reverse idler gear ZR, a reverse clutch CR, and a reverse drive gear ZR1 mounted on the reverse gear shaft SR; the first drive gear Z11 meshes with the reverse idler gear ZR; all the second gears include a reverse driven gear ZR2, and the reverse drive gear ZR1 meshes with the reverse driven gear ZR2; the reverse clutch CR can selectively engage with the reverse drive gear ZR1.

[0089] The reverse idler gear ZR and the internal gear rings of the reverse clutch CR are rigidly connected to the reverse shaft SR and remain fixed relative to the reverse shaft SR. For example, the internal gear ring of the reverse clutch CR and the reverse shaft SR can be designed as a single unit. The reverse drive gear ZR1 is sleeved on the reverse shaft SR so that it can rotate relative to the reverse shaft SR when not engaged with the reverse clutch CR, and remains fixed relative to the reverse shaft SR when engaged with the reverse clutch CR, rotating synchronously with the reverse shaft SR. The first shaft S1, the second shaft S2, and the reverse shaft SR are arranged in a triangular shape in space. This design makes the structure more compact, improves transmission efficiency, simplifies the process, saves space, and reduces the size of the gearbox.

[0090] Understandably, in the main transmission M, each gear is controlled by a main clutch, and only one clutch can be engaged at a time. That is, when one main clutch is engaged with a first gear pair, the other main clutches are disengaged from their corresponding first gear pairs, and the reverse clutch CR is also disengaged. Conversely, when the reverse clutch CR is engaged, all main clutches are disengaged. The first gear clutch C1, second gear clutch C2, third gear clutch C3, and fourth gear clutch C4 each control one forward gear, forming four forward gears. The reverse clutch CR controls reverse, forming one reverse power gear, thus achieving five gears: 4F + 1R. During gear shifting, when one of the main clutches is engaged with its corresponding first gear pair and then disengages, gear shifting can be achieved by engaging other main clutches with their respective first gear pairs. For example, when the second gear clutch C2 is engaged with the second gear drive gear Z21 and is in second gear, if the second gear clutch C2 starts to disengage, the third clutch will engage with the third gear drive gear Z31 to shift the power gear from second to third. Therefore, gear shifting can be achieved without cutting off power.

[0091] In the secondary transmission S, there is at least one secondary clutch on the third shaft and at least one secondary clutch on the fourth shaft S4. For example, there are two secondary clutches on the third shaft S3, and a third gear is located between the two secondary clutches; there are two secondary clutches on the fourth shaft S4, and a fourth gear is located between the two secondary clutches.

[0092] Of course, in some embodiments, at least two secondary clutches may be provided only on the third shaft; at least two secondary clutches may be provided only on the fourth shaft S4.

[0093] Specifically, all the third gears include the S-gear drive gear ZS1, H-gear drive gear ZH1, M-gear drive gear ZM1, and L-gear drive gear ZL1; all the fourth gears include the S-gear driven gear ZS2, H-gear driven gear ZH2, M-gear driven gear ZM2, and L-gear driven gear ZL2; the S-gear drive gear ZS1 meshes with the S-gear driven gear ZS2, the H-gear drive gear ZH1 meshes with the H-gear driven gear ZH2, the M-gear drive gear ZM1 meshes with the M-gear driven gear ZM2, and the L-gear drive gear ZL1 meshes with the L-gear driven gear ZL2.

[0094] The secondary clutches on the third shaft include the S-mode clutch CS and the M-mode clutch CM. The S-mode clutch CS can selectively engage with the S-mode drive gear ZS1, and the M-mode clutch CM can selectively engage with the M-mode drive gear ZM1. The secondary clutches on the fourth shaft S4 include the H-mode clutch CH and the L-mode clutch CL. The H-mode clutch CH can selectively engage with the H-mode driven gear ZH2, and the L-mode clutch CL can selectively engage with the L-mode driven gear ZL2.

[0095] Among them, the secondary transmission input gear ZS, H gear drive gear ZH1, L gear drive gear ZL1, the internal gear ring of the S gear clutch CS and the internal gear ring of the M gear clutch CM are rigidly connected to the third shaft, remain fixed relative to the third shaft, and rotate synchronously with the third shaft. For example, the internal gear ring of the S gear clutch CS, the H gear drive gear ZH1, and the internal gear ring of the M gear clutch CM are respectively integrated with the third shaft S3.

[0096] The S-mode drive gear ZS1 and the M-mode drive gear ZM1 are respectively sleeved with the third shaft so that they can rotate relative to the third shaft when not engaged with the secondary clutch, and remain fixed relative to the third shaft when engaged with the secondary clutch, rotating synchronously with the third shaft.

[0097] The S-gear driven gear ZS2, M-gear driven gear ZM2, H-gear clutch CH, and L-gear clutch CL are rigidly connected to the fourth shaft S4, remain fixed relative to the fourth shaft S4, and rotate synchronously with the fourth shaft S4. For example, the internal gear rings of the H-gear clutch CH, M-gear driven gear ZM2, and L-gear clutch CL are integrated with the fourth shaft S4.

[0098] H-gear driven gear ZH2 and L-gear driven gear ZL2 are respectively engaged with the fourth shaft S4, so that they can rotate relative to the fourth shaft S4 when not engaged with the secondary clutch, and remain fixed relative to the fourth shaft S4 when engaged with the secondary clutch, and rotate synchronously with the fourth shaft S4.

[0099] The H-gear drive gear ZH1 is located between the S-gear clutch CS and the M-gear clutch CM, and the outer gear rings of the S-gear clutch CS, the M-gear clutch CM, the H-gear drive gear ZH1, and the third shaft S3 are connected as one unit; the H-gear driven gear ZH2 is located between the H-gear clutch CH and the L-gear clutch CL, and the outer gear rings of the H-gear clutch CH, the L-gear clutch CL, the H-gear driven gear ZH2, and the fourth shaft S4 are connected as one unit.

[0100] Understandably, each gear in the secondary transmission S is controlled by a secondary clutch, and only one secondary clutch can be engaged at a time. That is, when one secondary clutch is engaged with a second gear pair, the other secondary clutches are disengaged from their respective second gear pairs. The S-gear clutch CS, M-gear clutch CM, H-gear clutch CH, and L-gear clutch CL each control one gear, forming four gears. During gear shifting, while one secondary clutch is engaged with its corresponding second gear pair, the shift can be achieved simultaneously through the engagement of other secondary clutches with their corresponding second gear pairs. For example, when the M-gear clutch CM is engaged with the M-gear drive gear ZM1 and is in M ​​gear, if the M-gear clutch CM disengages, the H-gear clutch CH engages with the H-gear driven gear ZH2, shifting the power gear from M to H. Therefore, gear shifting can be achieved without interrupting power.

[0101] In addition, it should be noted that during the operation of the power shift transmission, there is one clutch engaged in both the main transmission M and the auxiliary transmission S. That is, only one main clutch or reverse clutch CR is engaged in the main transmission M, and only one auxiliary clutch is engaged in the auxiliary transmission S. In this way, the main transmission M can transmit the engine power to the auxiliary transmission S, and finally output it to the transmission through the fourth shaft S4, which is connected to the rear axle.

[0102] The power shift gearbox also includes a PTO shaft SPTO, which is concentric with the first shaft S1 and is primarily connected to the rear axle.

[0103] Among them, reference Figure 1 and Figure 2 The third shaft is a hollow drive shaft, and the third shaft is concentric with the first shaft S1. The PTO shaft SPTO passes through the third shaft to make the gearbox structure more compact.

[0104] A torsional damper (X) is provided at one end of the first shaft S1. The torsional damper (X) is used to connect with the flywheel of the engine to ensure stable power transmission.

[0105] Thus, the power shift gearbox of this embodiment can be used in tractors with approximately 250 horsepower, and its gear distribution is 16F+4R (16 forward gears and 4 reverse gears). This gearbox is characterized by its simple structure, complete functions, low manufacturing cost, and high transmission efficiency, and can realize power shifting and power reversal functions.

[0106] In addition, Figure 3 and Figure 4 In the embodiment shown, the third shaft is a solid shaft and is parallel to the first shaft S1, which also enables the 16F+4R gear ratio.

[0107] exist Figures 1 to 4 In the embodiment shown, the outer ring of the bearing at the left end of the fourth shaft S4 is fixed on the second shaft S2 or the main transmission output gear ZM, so the second shaft S2 and the fourth shaft S4 are concentric at this time.

[0108] In addition, refer to Figure 5 and Figure 6 The outer ring of the bearing at the left end of the fourth shaft S4 can also be fixed to the partition wall of the gearbox housing for support, so that the second shaft S2 and the fourth shaft S4 can be concentric or non-concentric.

[0109] In summary, power is input from the front end of the first shaft S1 and output from the rear end of the fourth shaft S4. When the forward gear is engaged, the power is transmitted through 3 pairs of gears; when the reverse gear is engaged, the power is transmitted through 4 pairs of gears. The transmission efficiency is high and the loss is small.

[0110] It is understood that in this embodiment, both the main clutch and the auxiliary clutch can be normally separated electro-hydraulic controlled wet multi-plate clutches, and each clutch can engage and disengage according to commands. The following example, using Table 1 (Gear Engagement Table), illustrates this:

[0111] Table 1:

[0112] Clutch engagement table for each gear

[0113]

[0114] The first gear clutch C1 can be rigidly connected to the first gear driven gear Z12 according to the control command. At this time, the second shaft S2, the first gear driven gear Z12, the first gear clutch C1 and other parts do not rotate relative to each other.

[0115] The second gear clutch C2 can be rigidly connected to the second gear drive gear Z21 according to the control command. At this time, the first shaft S1, the second gear drive gear Z21, the second gear clutch C2 and other parts do not rotate relative to each other.

[0116] The third-speed clutch C3 can be rigidly connected to the third-speed drive gear Z31 according to the control command. At this time, the first shaft S1, the third-speed drive gear Z31, the third-speed clutch C3 and other parts do not rotate relative to each other.

[0117] The fourth gear clutch C4 can be rigidly connected to the fourth gear driven gear Z42 according to the control command. At this time, the second shaft S2, the fourth gear driven gear Z42, the fourth gear clutch C4 and other parts do not rotate relative to each other.

[0118] The reverse clutch CR can be rigidly connected to the reverse drive gear ZR1 according to the control command. At this time, the reverse shaft SR, the reverse drive gear ZR1, the reverse clutch CR and other parts do not rotate relative to each other.

[0119] The S-mode clutch CS can be rigidly connected to the S-mode drive gear ZS1 according to the control command. At this time, the third shaft S3, the S-mode drive gear ZS1, the S-mode clutch CS and other parts do not rotate relative to each other.

[0120] The H-gear clutch CH can be rigidly connected to the H-gear driven gear ZH2 according to the control command. At this time, the fourth shaft S4, the H-gear driven gear ZH2, the H-gear clutch CH and other parts do not rotate relative to each other.

[0121] The M-gear clutch CM can be rigidly connected to the M-gear drive gear ZM1 according to the control command. At this time, the third shaft S3, the M-gear drive gear ZM1, the M-gear clutch CM and other parts do not rotate relative to each other.

[0122] The L-gear clutch CL can be rigidly connected to the L-gear driven gear ZL2 according to the control command. At this time, the fourth shaft S4, the L-gear driven gear ZL2, the L-gear clutch CL and other parts do not rotate relative to each other.

[0123] In the main transmission (M) and the auxiliary transmission (S), each gear clutch independently controls one gear. When different clutches in the main transmission (M) and the auxiliary transmission (S) engage, the transmission produces different gear ratios, resulting in 16 forward gears and 4 reverse gears. The power transmission path for each gear is explained below:

[0124] L1 gear: First gear clutch C1 and L gear clutch CL are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → First gear drive gear Z11 → First gear driven gear Z12 → First gear clutch C1 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → L gear drive gear ZL1 → L gear driven gear ZL2 → L gear clutch CL → Fourth shaft S4 → to the output end.

[0125] L2 gear: Second gear clutch C2 and L gear clutch CL are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Second gear clutch C2 → Second gear drive gear Z21 → Second gear driven gear Z22 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → L gear drive gear ZL1 → L gear driven gear ZL2 → L gear clutch CL → Fourth shaft S4 → Output end.

[0126] L3 gear: Third gear clutch C3 and L gear clutch CL are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Third gear clutch C3 → Third gear drive gear Z31 → Third gear driven gear Z32 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → L gear drive gear ZL1 → L gear driven gear ZL2 → L gear clutch CL → Fourth shaft S4 → to the output end.

[0127] L4 gear: Fourth gear clutch C4 and L gear clutch CL are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Fourth gear drive gear Z41 → Fourth gear driven gear Z42 → Fourth gear clutch C4 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → L gear drive gear ZL1 → L gear driven gear ZL2 → L gear clutch CL → Fourth shaft S4 → Output end.

[0128] M1 gear: First gear clutch C1 and M gear clutch CM are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → First gear drive gear Z11 → First gear driven gear Z12 → First gear clutch C1 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → M gear clutch CM → M gear drive gear ZM1 → M gear driven gear ZM2 → Fourth shaft S4 → to the output end.

[0129] M2 gear: Second gear clutch C2 and M gear clutch CM are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Second gear clutch C2 → Second gear drive gear Z21 → Second gear driven gear Z22 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → M gear clutch CM → M gear drive gear ZM1 → M gear driven gear ZM2 → Fourth shaft S4 → Output end.

[0130] M3 gear: The third-gear clutch C3 and the M-gear clutch CM are engaged, while the other clutches are disengaged. Engine power is transmitted along the following path: first shaft S1 → third-gear clutch C3 → third-gear drive gear Z31 → third-gear driven gear Z32 → second shaft S2 → main transmission output gear ZM → auxiliary transmission input gear ZS → third shaft S3 → M-gear clutch CM → M-gear drive gear ZM1 → M-gear driven gear ZM2 → fourth shaft S4 → to the output end.

[0131] M4 gear: Fourth gear clutch C4 and M gear clutch CM are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Fourth gear drive gear Z41 → Fourth gear driven gear Z42 → Fourth gear clutch C4 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → M gear clutch CM → M gear drive gear ZM1 → M gear driven gear ZM2 → Fourth shaft S4 → Output end.

[0132] H1 gear: First gear clutch C1 and H gear clutch CH are engaged; other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → First gear drive gear Z11 → First gear driven gear Z12 → First gear clutch C1 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → H gear drive gear ZH1 → H gear driven gear ZH2 → H gear clutch CH → Fourth shaft S4 → to the output end.

[0133] H2 gear: Second gear clutch C2 and H gear clutch CH are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Second gear clutch C2 → Second gear drive gear Z21 → Second gear driven gear Z22 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → H gear drive gear ZH1 → H gear driven gear ZH2 → H gear clutch CH → Fourth shaft S4 → Output end.

[0134] H3 gear: Third gear clutch C3 and H gear clutch CH are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Third gear clutch C3 → Third gear drive gear Z31 → Third gear driven gear Z32 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → H gear drive gear ZH1 → H gear driven gear ZH2 → H gear clutch CH → Fourth shaft S4 → Output end.

[0135] H4 gear: Fourth gear clutch C4 and H gear clutch CH are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → Fourth gear drive gear Z41 → Fourth gear driven gear Z42 → Fourth gear clutch C4 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → H gear drive gear ZH1 → H gear driven gear ZH2 → H gear clutch CH → Fourth shaft S4 → Output end.

[0136] S1 gear: First gear clutch C1 and S gear clutch CS are engaged, other clutches are disengaged. Engine power is transmitted along the first shaft S1 → first gear drive gear Z11 → first gear driven gear Z12 → first gear clutch C1 → second shaft S2 → main transmission output gear ZM → auxiliary transmission input gear ZS → third shaft S3 → S gear clutch CS → S gear drive gear ZS1 → S gear driven gear ZS2 → fourth shaft S4 → output end.

[0137] S2 gear: Second gear clutch C2 and S gear clutch CS are engaged, other clutches are disengaged. Engine power is transmitted along the following path: first shaft S1 → second gear clutch C2 → second gear drive gear Z21 → second gear driven gear Z22 → second shaft S2 → main transmission output gear ZM → auxiliary transmission input gear ZS → third shaft S3 → S gear clutch CS → S gear drive gear ZS1 → S gear driven gear ZS2 → fourth shaft S4 → output end.

[0138] S3 gear: The third-gear clutch C3 and the S-gear clutch CS are engaged, while the other clutches are disengaged. Engine power is transmitted along the following path: first shaft S1 → third-gear clutch C3 → third-gear drive gear Z31 → third-gear driven gear Z32 → second shaft S2 → main transmission output gear ZM → auxiliary transmission input gear ZS → third shaft S3 → S-gear clutch CS → S-gear drive gear ZS1 → S-gear driven gear ZS2 → fourth shaft S4 → to the output end.

[0139] S4 gear: The fourth gear clutch C4 and the S gear clutch CS are engaged, while the other clutches are disengaged. Engine power is transmitted along the following path: first shaft S1 → fourth gear drive gear Z41 → fourth gear driven gear Z42 → fourth gear clutch C4 → second shaft S2 → main transmission output gear ZM → auxiliary transmission input gear ZS → third shaft S3 → S gear clutch CS → S gear drive gear ZS1 → S gear driven gear ZS2 → fourth shaft S4 → output end.

[0140] RL gear: Reverse clutch CR and L gear clutch CL are engaged, other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → First gear drive gear Z11 → Reverse idler gear ZR → Reverse clutch CR → Reverse drive gear ZR1 → Reverse driven gear ZR2 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → L gear drive gear ZL1 → L gear driven gear ZL2 → L gear clutch CL → Fourth shaft S4 → Transmission to the output end.

[0141] RM gear: Reverse clutch CR and M gear clutch CM are engaged; other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → First gear drive gear Z11 → Reverse idler gear ZR → Reverse clutch CR → Reverse drive gear ZR1 → Reverse driven gear ZR2 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → M gear clutch CM → M gear drive gear ZM1 → M gear driven gear ZM2 → Fourth shaft S4 → Transmission to the output end.

[0142] RH gear: Reverse clutch CR and H gear clutch CH are engaged; other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → First gear drive gear Z11 → Reverse idler gear ZR → Reverse clutch CR → Reverse drive gear ZR1 → Reverse driven gear ZR2 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → H gear drive gear ZH1 → H gear driven gear ZH2 → H gear clutch CH → Fourth shaft S4 → Transmission to the output end.

[0143] RS gear: Reverse clutch CR and S gear clutch CS are engaged; other clutches are disengaged. Engine power is transmitted along the following path: First shaft S1 → First gear drive gear Z11 → Reverse idler gear ZR → Reverse clutch CR → Reverse drive gear ZR1 → Reverse driven gear ZR2 → Second shaft S2 → Main transmission output gear ZM → Secondary transmission input gear ZS → Third shaft S3 → S gear clutch CS → S gear drive gear ZS1 → S gear driven gear ZS2 → Fourth shaft S4 → Transmission to the output end.

[0144] In addition, this embodiment also discloses a tractor that includes the power shift gearbox of the above embodiment, and therefore also has the corresponding structure and beneficial effects, which will not be described in detail here.

[0145] In summary, the power shift gearbox and tractor disclosed in this application have at least the following advantages:

[0146] 1. Simple structure, low cost, and easy to assemble and disassemble;

[0147] 2. The compact layout effectively saves space and reduces the size of the gearbox;

[0148] 3. Fewer transmission parts reduce transmission losses and improve transmission efficiency;

[0149] 4. It has complete functions, realizing full power shifting and power reversal functions.

[0150] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A power shift transmission, characterized in that, include: The main transmission (M) includes a first shaft (S1), a second shaft (S2), and at least two main clutches. The first shaft (S1) and the second shaft (S2) are parallel. The first shaft (S1) is used to connect to the engine. At least two first gears are provided on the first shaft (S1), and the second shaft (S2) is provided with a main transmission output gear (ZM) and at least two second gears. The first gears and the second gears mesh in a one-to-one correspondence to form at least two first gear pairs. The main clutch corresponds one-to-one with the first gear pair. When one main clutch is engaged with the corresponding first gear pair, the other main clutches are disengaged from their respective corresponding first gear pairs. A secondary transmission (S) is located on the side of the primary transmission (M) away from the engine. The secondary transmission (S) includes a third shaft, a fourth shaft (S4), and at least two secondary clutches. The third shaft and the fourth shaft (S4) are parallel, and the fourth shaft (S4) is concentric or parallel to the second shaft (S2). The third shaft is provided with a secondary transmission input gear (ZS) and at least two third gears, and the fourth shaft (S4) is provided with at least two fourth gears. The secondary transmission input gear (ZS) meshes with the primary transmission output gear (ZM). The third gear meshes with the fourth gear in a one-to-one correspondence to form at least two second gear pairs; the secondary clutches correspond to the second gear pairs in a one-to-one correspondence, and when one secondary clutch engages with its corresponding second gear pair, the other secondary clutches disengage from their respective second gear pairs.

2. The power shift transmission according to claim 1, characterized in that, The first shaft (S1) and the second shaft (S2) each have at least one main clutch.

3. The power shift transmission according to claim 2, characterized in that, The first shaft (S1) has two main clutches, and a first gear is located between the two main clutches; And / or, The second shaft (S2) has two main clutches, and a second gear is located between the two main clutches.

4. The power shift transmission according to claim 2 or 3, characterized in that, The first gear consists of a first-speed drive gear (Z11), a second-speed drive gear (Z21), a third-speed drive gear (Z31), and a fourth-speed drive gear (Z41). The entire second gear system includes the first driven gear (Z12), the second driven gear (Z22), the third driven gear (Z32), and the fourth driven gear (Z42); The first-gear driven gear (Z12) meshes with the first-gear driven gear (Z11), the second-gear driven gear (Z22) meshes with the second-gear driven gear (Z21), the third-gear driven gear (Z32) meshes with the third-gear driven gear (Z31), and the fourth-gear driven gear (Z42) meshes with the fourth-gear driven gear (Z41). The main clutch on the first shaft (S1) includes a second-gear clutch (C2) and a third-gear clutch (C3). The second-gear clutch (C2) can selectively engage with the second-gear drive gear (Z21), and the third-gear clutch (C3) can selectively engage with the third-gear drive gear (Z31). The main clutch on the second shaft (S2) includes a first-gear clutch (C1) and a fourth-gear clutch (C4). The first-gear clutch (C1) can be selectively engaged with the first-gear driven gear (Z12), and the fourth-gear clutch (C4) can be selectively engaged with the fourth-gear driven gear (Z42).

5. The power shift transmission according to claim 4, characterized in that, The first gear drive gear (Z11), the fourth gear drive gear (Z41), the internal gear ring of the second gear clutch (C2), and the internal gear ring of the third gear clutch (C3) are rigidly connected to the first shaft (S1). The second-speed drive gear (Z21) and the third-speed drive gear (Z31) are respectively sleeved on the first shaft (S1); The main transmission output gear (ZM), the second-speed driven gear (Z22), the third-speed driven gear (Z32), the internal gear ring of the first-speed clutch (C1), and the internal gear ring of the fourth-speed clutch (C4) are rigidly connected to the second shaft (S2). The first-speed driven gear (Z12) and the fourth-speed driven gear (Z42) are respectively sleeved with the second shaft (S2).

6. The power shift transmission according to claim 5, characterized in that, The fourth gear drive gear (Z41) is located between the second gear clutch (C2) and the third gear clutch (C3), and the outer gear ring of the second gear clutch (C2), the outer gear ring of the third gear clutch (C3), the fourth gear drive gear (Z41) and the first shaft (S1) are connected as one unit; And / or, The second-gear driven gear (Z22) is located between the first-gear clutch (C1) and the fourth-gear clutch (C4), and the outer gear ring of the first-gear clutch (C1), the outer gear ring of the fourth-gear clutch (C4), the second-gear driven gear (Z22), and the second shaft (S2) are connected as one unit.

7. The power shift transmission according to claim 1, characterized in that, The third shaft and the fourth shaft (S4) each have at least one secondary clutch.

8. The power shift transmission according to claim 7, characterized in that, The third shaft (S3) has two secondary clutches, and a third gear is located between the two secondary clutches; And / or, The fourth shaft (S4) has two secondary clutches, and a fourth gear is located between the two secondary clutches.

9. The power shift transmission according to claim 7 or 8, characterized in that, All third gears include the S gear drive gear (ZS1), H gear drive gear (ZH1), M gear drive gear (ZM1), and L gear drive gear (ZL1); All fourth gears include the S gear driven gear (ZS2), H gear driven gear (ZH2), M gear driven gear (ZM2), and L gear driven gear (ZL2); The S-gear drive gear (ZS1) meshes with the S-gear driven gear (ZS2), the H-gear drive gear (ZH1) meshes with the H-gear driven gear (ZH2), the M-gear drive gear (ZM1) meshes with the M-gear driven gear (ZM2), and the L-gear drive gear (ZL1) meshes with the L-gear driven gear (ZL2). The secondary clutch on the third shaft includes an S-gear clutch (CS) and an M-gear clutch (CM). The S-gear clutch (CS) can be selectively engaged with the S-gear drive gear (ZS1), and the M-gear clutch (CM) can be selectively engaged with the M-gear drive gear (ZM1). The secondary clutches on the fourth shaft (S4) include an H-gear clutch (CH) and an L-gear clutch (CL). The H-gear clutch (CH) can be selectively engaged with the H-gear driven gear (ZH2), and the L-gear clutch (CL) can be selectively engaged with the L-gear driven gear (ZL2).

10. The power shift transmission according to claim 9, characterized in that, The auxiliary transmission input gear (ZS), the H-gear drive gear (ZH1), the L-gear drive gear (ZL1), the internal gear ring of the S-gear clutch (CS), and the internal gear ring of the M-gear clutch (CM) are rigidly connected to the third shaft respectively. The S-gear drive gear (ZS1) and the M-gear drive gear (ZM1) are respectively sleeved with the third shaft; The S-gear driven gear (ZS2), the M-gear driven gear (ZM2), the internal gear ring of the H-gear clutch (CH), and the internal gear ring of the L-gear clutch (CL) are rigidly connected to the fourth shaft (S4). The H-gear driven gear (ZH2) and the L-gear driven gear (ZL2) are respectively sleeved with the fourth shaft (S4).

11. The power shift transmission according to claim 10, characterized in that, The H-gear drive gear (ZH1) is located between the S-gear clutch (CS) and the M-gear clutch (CM), and the outer gear ring of the S-gear clutch (CS), the outer gear ring of the M-gear clutch (CM), the H-gear drive gear (ZH1) and the third shaft (S3) are connected as one unit; And / or, The H-gear driven gear (ZH2) is located between the H-gear clutch (CH) and the L-gear clutch (CL), and the outer gear ring of the H-gear clutch (CH), the outer gear ring of the L-gear clutch (CL), the H-gear driven gear (ZH2), and the fourth shaft (S4) are connected as one unit.

12. The power shift transmission according to claim 1, characterized in that, The power shift transmission also includes a PTO shaft (SPTO), which is concentric with the first shaft (S1).

13. The power shift transmission according to claim 12, characterized in that, The third shaft is a hollow drive shaft, and the third shaft is concentric with the first shaft (S1). The PTO shaft (SPTO) passes through the third shaft.

14. The power shift transmission according to claim 12, characterized in that, The third axis is a solid axis and is parallel to the first axis (S1).

15. The power shift transmission according to claim 1, characterized in that, The main transmission (M) also includes a reverse gear shaft (SR) parallel to the first shaft (S1), and a reverse idler gear (ZR), a reverse clutch (CR), and a reverse drive gear (ZR1) disposed on the reverse gear shaft (SR); All of the first gears include a first gear drive gear (Z11), which meshes with the reverse idler gear (ZR); All of the second gears include a reverse driven gear (ZR2), and the reverse driving gear (ZR1) meshes with the reverse driven gear (ZR2); The reverse clutch (CR) can be selectively engaged with the reverse drive gear (ZR1).

16. The power shift transmission according to claim 15, characterized in that, The first gear drive gear (Z11) is rigidly connected to the first shaft (S1); The internal gear rings of the reverse idler wheel (ZR) and the reverse clutch (CR) are rigidly connected to the reverse shaft (SR); The reverse gear drive gear (ZR1) is sleeved with the reverse gear shaft (SR); The reverse driven gear (ZR2) is rigidly connected to the second shaft (S2).

17. The power shift transmission according to claim 15, characterized in that, The first shaft (S1), the second shaft (S2), and the reverse gear shaft (SR) are arranged in a triangular pattern in space.

18. The power shift transmission according to claim 1, characterized in that, A torsional damper (X) is provided at one end of the first shaft (S1), and the torsional damper (X) is used to connect to the flywheel of the engine.

19. A tractor, characterized in that, Including the power shift transmission as described in any one of claims 1-18.

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