A power shift transmission and vehicle

Abstract

The utility model belongs to the technical field of transmission, disclose a kind of power shift transmission and vehicle, including input shaft, it is equipped with containing main body on it, and two mutually independent installation cavities are in containing main body;Wet clutch, it is set in two installation cavities, and with installation cavity constitutes sealed cavity, one wet clutch is connected with low gear on it, another wet clutch is connected with high gear on it;Middle shaft, one end is connected with middle shaft low gear, the other end is connected with middle shaft high gear, and middle shaft low gear is engaged with low gear, and middle shaft high gear is engaged with high gear;Middle shaft output gear, it is set on middle shaft, and it is located between middle shaft low gear and middle shaft high gear, and middle shaft output gear is engaged with output gear, and output gear is fixed on the outside of output shaft;The utility model can keep vehicle in braking state after vehicle parking and extinguishing, can avoid coasting, and simultaneously enhance gear coordination.

Description

Technical Field

[0001] This utility model belongs to the field of transmission technology, specifically relating to a power shift transmission and a vehicle. Background Technology

[0002] A transmission is a device that changes the power transmission of a vehicle. It adjusts the speed and torque through different gear combinations. It is divided into manual transmissions (MT), automatic transmissions (AT), dual-clutch transmissions (DCT), etc. Its core purpose is to optimize power output, adapt to different road conditions, and improve driving efficiency and experience.

[0003] However, most existing vehicle transmissions only handle power transmission and gear shifting, leaving braking entirely to the service brake (foot brake) and parking brake (handbrake) systems. When parking on a slope, the driver must manually operate the handbrake to lock the wheels, or use the P gear of the AT / DCT to mechanically lock the gears. However, the P gear is only suitable after the vehicle has come to a complete stop and cannot address the risk of dynamic rollover during parking. Furthermore, these existing transmissions suffer from poor coordination; there is a gap between power cutoff and braking engagement during parking, which can easily cause jerking or rollover, reducing driving safety and comfort.

[0004] Therefore, there is an urgent need for a technology that can solve the problem of how to prevent the vehicle from rolling back while enhancing the coordination of gear shifting. Utility Model Content

[0005] The purpose of this utility model is to provide a power shift transmission and vehicle to overcome the problems existing in the prior art. This utility model can achieve uninterrupted power shifting and smooth shifting under complex working conditions. The wet clutch is set to a constantly engaged state. After the vehicle is parked and the engine is turned off, both wet clutches are engaged, and the transmission is simultaneously engaged in dual gears, which can keep the vehicle in a braking state and has an auxiliary braking function. It can prevent the vehicle from rolling away and enhance the shifting coordination.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, this utility model provides a power shift transmission, comprising: An input shaft is provided with a receiving body, which has two independent mounting cavities. A low-gear gear is loosely fitted at one end of the input shaft, and a high-gear gear is loosely fitted at the other end of the input shaft. A wet clutch is disposed between a low-gear gear and a high-gear gear, wherein one of the wet clutches is connected to the low-gear gear and one of the mounting chambers, and the other wet clutch is connected to the high-gear gear and the other mounting chamber; An intermediate shaft has a low-gear gear connected to one end and a high-gear gear connected to the other end. The low-gear gear meshes with the low-gear gear, and the high-gear gear meshes with the high-gear gear. An intermediate shaft output gear is disposed on the intermediate shaft and located between the intermediate shaft low gear and the intermediate shaft high gear. The intermediate shaft output gear meshes with an output gear, and the output gear is fixed to the outside of the output shaft. In operation, when the engine is off, both wet clutches are engaged simultaneously, mechanically connecting the low-gear and high-gear gears to the input shaft. The output shaft transmits speed in reverse via the output gear, reaching the intermediate shaft via the intermediate shaft output gear. The intermediate shaft's low-gear and high-gear gears simultaneously transmit speed to the low-gear and high-gear gears on the input shaft at different speed ratios. At this time, speed cannot be transmitted, achieving output shaft braking. When in neutral, both wet clutches are disengaged simultaneously, disconnecting both the low-gear and high-gear gears from the input shaft, allowing the input shaft to idle. When in operation, one wet clutch is engaged while the other is disengaged, transmitting input shaft speed to the output shaft, achieving operation.

[0007] Furthermore, the receiving body is composed of an input shaft piston wall and a clutch inner hub; The input shaft piston wall is located in the middle of the outer side of the input shaft, and the clutch inner hub is located on the outer side of the input shaft piston wall, forming two independent mounting cavities with the input shaft piston wall. The wet clutch is internally equipped with: A piston is disposed in the mounting cavity, forming the sealed cavity with the mounting cavity, and is capable of axial displacement along the sealed cavity; A spring is sleeved on the outside of the input shaft, with its end abutting against the piston. The friction plate assembly is connected to the piston end and located in the clutch inner hub, and can move along the length direction parallel to the clutch inner hub; An outer hub is mounted on the low-gear and high-gear gears. A steel plate assembly is connected inside the outer hub. The steel plate assembly cooperates with the friction plate assembly to form a friction pair.

[0008] Furthermore, the piston has a horizontal portion and a vertical portion, with the vertical portion disposed at opposite ends of the horizontal portion; The ends of the two vertical parts extend in opposite directions. One vertical part is located in the mounting cavity and connected to the spring, while the other vertical part is connected to the friction plate assembly.

[0009] Furthermore, the friction plate group has multiple friction plates, and the friction plates are spaced apart from each other.

[0010] Furthermore, the steel sheet group has multiple steel sheets, which are spaced apart from each other.

[0011] Furthermore, the friction plate group and the steel plate group are arranged alternately.

[0012] Furthermore, the end of the spring away from the piston is fixedly connected to the outside of the input shaft.

[0013] Furthermore, the input shaft, intermediate shaft, and output shaft are axially parallel to each other.

[0014] Furthermore, both the low-gear and high-gear are sleeved on the outside of the input shaft.

[0015] Secondly, this utility model provides a vehicle, including a vehicle body, on which a power shift transmission as described above is installed.

[0016] Compared with the prior art, the present invention has the following beneficial effects: Firstly, this utility model provides a power shift transmission. Regarding shifting performance, by employing two wet clutches to connect the low-gear and high-gear respectively, smooth power switching between low and high gears can be achieved by controlling the degree of compression of the two wet clutches during shifting. This avoids the power interruption caused by power cut-off during traditional mechanical shifting, resulting in smoother vehicle operation, reduced shift shock, and improved driving comfort. It is particularly suitable for operating conditions requiring high power continuity, such as heavy vehicle uphill driving and construction machinery operation. Regarding braking function, when the vehicle is parked and the engine is turned off, the two wet clutches... When the clutch is engaged simultaneously, the transmission is in a dual-gear engagement state. The reverse speed transmitted from the output shaft passes through components such as the intermediate shaft. The output shaft will generate a reverse speed due to factors such as gravity. The unique structure of this utility model's power shift transmission then comes into play. The reverse speed transmitted from the output shaft is transmitted through components such as the intermediate shaft. Because the low and high gears on the intermediate shaft have different speed ratios with the corresponding gears on the input shaft, the speed cannot be effectively connected and continuously transmitted during the transmission process, thereby achieving output shaft braking, effectively preventing the vehicle from rolling, and providing reliable protection for parking safety. Moreover, the above braking process is rapid and stable, without the need for additional complex operations or devices.

[0017] Secondly, this utility model provides a vehicle equipped with the aforementioned power shift transmission. In terms of shifting performance, this utility model achieves smooth switching between low and high gears by controlling the engagement of the two wet clutches. Unlike traditional mechanical shifting, this utility model eliminates the need to cut off power, avoiding power interruption and resulting in smoother vehicle operation. It significantly reduces shifting shock and greatly improves driving comfort. Regarding braking function, after the vehicle is parked and the engine is turned off, both wet clutches engage simultaneously, placing the transmission in a dual-gear state. The output shaft's rotational speed, transmitted in the reverse direction due to gravity, cannot be effectively connected and transmitted because the speed ratios of the low and high gears on the intermediate shaft differ from the corresponding gears on the input shaft. This allows for output shaft braking without the need for a handbrake, effectively preventing vehicle roll and providing reliable assurance for parking safety. Furthermore, the braking process is rapid and stable, requiring no additional complex operations. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A schematic diagram of a power shift transmission structure provided by this utility model; Figure 2 A schematic diagram of the structural principle of a power shift transmission provided by this utility model; The components are as follows: 1. Input shaft; 2. Low-gear gear; 3. High-gear gear; 4. Intermediate shaft low-gear gear; 5. Intermediate shaft high-gear gear; 6. Intermediate shaft; 7. Intermediate shaft output gear; 8. Output shaft; 9. Output gear; C1, C1 clutch; C2, C2 clutch; 21. C1 outer hub; 22. C1 steel plate assembly; 31. C2 outer hub; 32. C2 steel plate assembly; 102. Input shaft piston wall; 103. Clutch inner hub; 104. C2 friction plate assembly; 105. C1 friction plate assembly; 106. C1 spring; 107. C1 piston; 108. C2 piston; 109. C2 spring. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0022] 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.

[0023] In the description of the embodiments of this utility model, it should be noted that if terms such as "upper," "lower," "horizontal," or "inner" 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 utility model product is in use, they are only for the convenience of describing the utility model 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 the utility model. Furthermore, terms such as "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] Furthermore, the use of the term "horizontal" does not imply that the component must be absolutely horizontal, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0025] In the description of the embodiments of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "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 utility model according to the specific circumstances.

[0026] To address the technical deficiencies mentioned in the background section, this embodiment provides a power shift transmission and a vehicle. The present invention will be further described in detail below with reference to the accompanying drawings: like Figures 1-2As shown, the transmission includes an input shaft 1 with a housing body containing two independent mounting cavities; a wet clutch disposed in the two mounting cavities, forming a sealed cavity with the mounting cavities; a low-gear gear 2 connected to one wet clutch and a high-gear gear 3 connected to the other wet clutch; both the low-gear gear 2 and the high-gear gear 3 are sleeved on the outside of the input shaft 1; an intermediate shaft 6 with a low-gear gear 4 connected at one end and a high-gear gear 5 connected at the other end; the low-gear gear 4 meshes with the low-gear gear 2, and the high-gear gear 3 meshes with the high-gear gear 5; an intermediate shaft output gear 7 disposed on the intermediate shaft 6 and located between the low-gear gear 4 and the high-gear gear 5; the intermediate shaft output gear 7 meshes with an output gear 9, which is fixed on the outside of the output shaft 8; wherein the input shaft 1, the intermediate shaft 6, and the output shaft 8 are axially parallel to each other.

[0027] This transmission uses two wet clutches to connect the low-gear 2 and the high-gear 3 respectively. During gear shifting, by controlling the pressure of the two wet clutches, a smooth transition of the transmission gear ratio and the transmitted torque can be achieved, ultimately achieving uninterrupted power shifting. This avoids the power interruption caused by power cut-off during traditional mechanical gear shifting, making the vehicle drive more smoothly, reducing shift shock, and improving driving comfort. It is especially suitable for working conditions with high requirements for power continuity, such as heavy vehicles climbing hills and construction machinery operations.

[0028] In addition, wet clutches are operated by hydraulic or electro-hydraulic control systems, and their engagement and disengagement actions can be quickly responded to through precise electronic control. Compared with traditional mechanical shifting, it reduces the movement time and error of the mechanical operating mechanism, can complete the shifting operation more quickly, improves the transmission's response speed to the driver's operating intentions, and enables the vehicle to better adapt to different driving conditions.

[0029] In specific operation, the housing body is composed of an input shaft piston wall 102 and a clutch inner hub 103. The input shaft piston wall 102 is located in the middle of the outer side of the input shaft 1, and the clutch inner hub 103 is located on the outer side of the input shaft piston wall 102, forming two mounting cavities with the input shaft piston wall 102.

[0030] The wet clutch includes piston C1 107 and piston C2 108, such as Figure 2 As shown, pistons C1 107 and C2 108 are symmetrically arranged in the mounting cavity, forming a sealed cavity with the mounting cavity. Pistons C1 107 and C2 108 can be axially displaced along the corresponding sealed cavity.

[0031] The springs include spring C1 106 and spring C2 109, which are sleeved on the outside of the input shaft 1. The end of spring C1 106 abuts against piston C1 107, and the end of spring C2 109 abuts against piston C2 108.

[0032] The friction plate assembly includes a C1 friction plate assembly 105 and a C2 friction plate assembly 104. The C1 friction plate assembly 105 is connected to the end of the C1 piston 107, and the C2 friction plate assembly 104 is connected to the end of the C2 piston 108. Both the C1 friction plate assembly 105 and the C2 friction plate assembly 104 are located in the clutch inner hub 103 and can move along the length direction parallel to the clutch inner hub 103.

[0033] The outer hub includes an outer hub C1 21 and an outer hub C2 31. The outer hub C1 21 is disposed on the low gear 2, and the outer hub C2 31 is disposed on the high gear 3. A steel plate group 22 of C1 is connected inside the outer hub C1 21, and a steel plate group 32 of C2 is connected inside the outer hub C2 31. In the embodiment, the friction plate group 105 of C1 and the steel plate group 22 of C1 are arranged alternately, and the friction plate group 104 of C2 and the steel plate group 32 of C2 are arranged alternately.

[0034] like Figure 1 As shown, the end of spring C1 106 away from piston C1 107 is fixed to the outside of input shaft 1, and the end of spring C2 109 away from piston C2 108 is fixed to the outside of input shaft 1.

[0035] During installation, the C1 spring 106 is loosely fitted on the input shaft 1, with its left end limited on the input shaft 1 and its right end pressed against the lower side of the C1 piston 107. The C1 friction plate assembly 105 is installed at a distance from the left end of the clutch inner hub 103. The C1 friction plate assembly 105 is connected to the clutch inner hub 103 and can move left and right on the clutch inner hub 103. The right side of the C1 friction plate assembly 105 is axially limited on the clutch inner hub 103.

[0036] Spring C2 109 is loosely fitted on input shaft 1, with its left end pressed against the lower side of piston C2 108 and its right end limited on input shaft 1. Friction plate assembly C2 104 is installed at intervals on the right end of clutch inner hub 103. Friction plate assembly C2 104 is connected to clutch inner hub 103 and can move left and right on clutch inner hub 103. Friction plate assembly C2 104 is axially limited on clutch inner hub 103 on its left side.

[0037] The low gear 2 is loosely fitted on the input shaft 1. The low gear 2 is fixed with the outer hub 21 of C1. The outer hub 21 of C1 is connected with C1 steel plate group 22 at intervals. The C1 steel plate group 22 can move left and right within the outer hub 21 of C1. The right side of the C1 steel plate group 22 is axially limited within the outer hub 21 of C1. The C1 steel plate group 22 and the C1 friction plate group 105 are arranged at intervals to form a friction pair.

[0038] The upper side of piston 107 is pressed against friction plate assembly 105 by spring 106. Friction plate assembly 105 and steel plate assembly 22 are pressed against each other. Torque is transmitted through friction pair, mechanically connecting outer hub 21 and inner hub 103 of clutch, i.e., low gear 2 is mechanically connected to input shaft 1.

[0039] The high-gear 3 is loosely fitted on the input shaft 1. A C2 outer hub 31 is fixed on the high-gear 3. A C2 steel plate group 32 is connected at intervals inside the C2 outer hub 31. The C2 steel plate group 32 can move left and right inside the C2 outer hub 31. The left side of the C2 steel plate group 32 is axially limited inside the C2 outer hub 31. The C2 steel plate group 32 and the C2 friction plate group 104 are arranged at intervals to form a friction pair.

[0040] The upper side of piston C2 108 is pressed against friction plate assembly 104 by spring C2 109. Friction plate assembly 104 and steel plate assembly 32 are pressed against each other. Torque is transmitted through friction pair, mechanically connecting outer hub 31 of C2 and inner hub 103 of clutch, that is, mechanically connecting high gear 3 with input shaft 1.

[0041] A low-gear 4, an output gear 7, and a high-gear 5 are fixed on the intermediate shaft 6. The low-gear 4 meshes with the low-gear 2 to form a gear pair with a certain speed ratio. The high-gear 5 meshes with the high-gear 3 to form a gear pair with a different speed ratio than the low-gear pair. The output gear 7 is located between the low-gear 4 and the high-gear 5 and meshes with the output gear 9 to form a gear pair. The output gear 9 is fixed on the output shaft 8, and the output gear 9 and the output gear 7 form a certain speed ratio.

[0042] Furthermore, both piston C1 107 and piston C2 108 have horizontal and vertical portions, with the vertical portions located at opposite ends of the horizontal portions. The ends of the two vertical portions extend in opposite directions. One vertical portion of piston C1 107 is located in the mounting cavity and connected to spring C1 106, while the other vertical portion is connected to friction plate assembly C1 105. Similarly, one vertical portion of piston C1 107 is located in the mounting cavity and connected to spring C2 109, while the other vertical portion is connected to friction plate assembly C2 104.

[0043] Specifically, both the C1 friction plate group 105 and the C2 friction plate group 104 have multiple friction plates, which are spaced apart from each other.

[0044] Specifically, both C1 steel sheet group 22 and C2 steel sheet group 32 have multiple steel sheets, which are spaced apart.

[0045] Secondly, a vehicle is provided, including a vehicle body on which a power shift transmission as described above is installed.

[0046] The structure and working principle of this utility model will be further explained below: The purpose of this utility model is to provide a power shift transmission and vehicle. When using this device, in the off state, pistons C1 107 and C2 108 simultaneously press C1 friction plate group 105 and C2 friction plate group 104, mechanically connecting the low gear 2 to the input shaft 1, and simultaneously mechanically connecting the high gear 3 to the input shaft 1. The input shaft 1, low gear 2, and high gear 3 all have the same rotational speed. When the output shaft 8 transmits the rotational speed in the reverse direction through the output gear 9, it reaches the intermediate shaft 6 through the intermediate shaft output gear 7. The intermediate shaft low gear 4 and intermediate shaft high gear 5 simultaneously transmit the rotational speed to the low gear 2 and high gear 3 on the input shaft 1 at different speed ratios. At this time, the rotational speed cannot be transmitted, thereby achieving braking of the output shaft 8. When in neutral, piston 107 of C1 is filled with oil and moves to the left, disengaging friction plate assembly 105 and steel plate assembly 22 of C1, and disconnecting low gear 2 from input shaft 1; piston 108 of C2 is filled with oil and moves to the right, disengaging friction plate assembly 104 and steel plate assembly 32 of C2, and disconnecting high gear 3 from input shaft 1, allowing input shaft 1 to rotate freely, thus achieving neutral. When in operation, in low gear, piston 107 of C1 presses against friction plate assembly 105 of C1, mechanically connecting low gear 2 to input shaft 1. Piston 108 of C2 moves to the right with oil filling, disengaging friction plate assembly 104 of C2 and steel plate assembly 32 of C2. High gear 3 is disconnected from input shaft 1. The speed of input shaft 1 reaches output shaft 8 through low gear 2, intermediate shaft low gear 4, intermediate shaft output gear 7, and output gear 9, forming a low gear ratio. In high gear, piston 108 of C2 presses against friction plate assembly 104 of C2, mechanically connecting high gear 3 to input shaft 1. Piston 107 of C1 moves to the left with oil filling, disengaging friction plate assembly 105 of C1 and steel plate assembly 22 of C1. Low gear 2 is disconnected from input shaft 1. The speed of input shaft 1 reaches output shaft 8 through high gear 3, intermediate shaft high gear 5, intermediate shaft output gear 7, and output gear 9, forming a high gear ratio.

[0047] In terms of shifting performance, this invention employs two wet clutches connecting the low-gear 2 and high-gear 3 respectively. During shifting, by controlling the engagement of the two wet clutches, a smooth transition between low and high gears can be achieved, avoiding the power interruption caused by power cut-off during traditional mechanical shifting. This results in smoother vehicle operation, reduced shifting shock, and improved driving comfort, making it particularly suitable for conditions requiring high power continuity, such as heavy vehicle uphill driving and construction machinery operation. Regarding braking function, when the vehicle is parked and the engine is off, both wet clutches engage simultaneously, shifting gears smoothly. When the transmission is in dual-gear engagement, the reverse speed transmitted by the output shaft 8 is transmitted through components such as the intermediate shaft. Due to factors such as gravity, the output shaft 8 will generate a reverse speed transmission. The unique structure of this utility model's power shift transmission then comes into play. The reverse speed transmission of the output shaft is transmitted through components such as the intermediate shaft 6. Since the low and high gears 3 on the intermediate shaft 6 have different speed ratios with the corresponding gears on the input shaft 1, the speed cannot be effectively connected and continuously transmitted during the transmission process. This achieves braking of the output shaft 8, effectively preventing the vehicle from rolling and providing reliable protection for parking safety. Moreover, the above braking process is rapid and stable, requiring no additional complex operations or devices.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and not to limit its protection scope. Although the utility model has been described in detail with reference to the above embodiments, those skilled in the art should understand that after reading this utility model, they can still make various changes, modifications or equivalent substitutions to the specific implementation of the utility model, but these changes, modifications or equivalent substitutions are all within the protection scope of the pending claims of the utility model.

Claims

1. A power shift transmission, characterized in that, include: An input shaft is provided with a receiving body, which has two independent mounting cavities. A low-gear gear is loosely fitted at one end of the input shaft, and a high-gear gear is loosely fitted at the other end of the input shaft. Two wet clutches are disposed between a low-gear gear and a high-gear gear, one of the wet clutches connecting the low-gear gear and one of the mounting chambers, and the other wet clutch connecting the high-gear gear and the other mounting chamber; An intermediate shaft has a low-gear gear connected to one end and a high-gear gear connected to the other end. The low-gear gear meshes with the low-gear gear, and the high-gear gear meshes with the high-gear gear. An intermediate shaft output gear is disposed on the intermediate shaft and located between the intermediate shaft low gear and the intermediate shaft high gear. The intermediate shaft output gear meshes with an output gear, and the output gear is fixed to the outside of the output shaft. In operation, when the engine is off, both wet clutches are engaged simultaneously, mechanically connecting the low-gear and high-gear gears to the input shaft. The output shaft transmits speed in reverse via the output gear, reaching the intermediate shaft via the intermediate shaft output gear. The intermediate shaft's low-gear and high-gear gears simultaneously transmit speed to the low-gear and high-gear gears on the input shaft at different speed ratios. At this time, speed cannot be transmitted, achieving output shaft braking. When in neutral, both wet clutches are disengaged simultaneously, disconnecting both the low-gear and high-gear gears from the input shaft, allowing the input shaft to idle. When in operation, one wet clutch is engaged while the other is disengaged, transmitting input shaft speed to the output shaft, achieving operation.

2. The power shift transmission according to claim 1, characterized in that, The housing body is composed of the input shaft piston wall and the clutch inner hub; The input shaft piston wall is located in the middle of the outer side of the input shaft, and the clutch inner hub is located on the outer side of the input shaft piston wall, forming two independent mounting cavities with the input shaft piston wall. The wet clutch is internally equipped with: The piston is set in the mounting cavity, forming a sealed cavity with the mounting cavity, and can move axially along the sealed cavity; A spring is sleeved on the outside of the input shaft, with its end abutting against the piston. The friction plate assembly is connected to the piston end and located in the clutch inner hub, and can move along the length direction parallel to the clutch inner hub; An outer hub is mounted on the low-gear and high-gear gears. A steel plate assembly is connected inside the outer hub. The steel plate assembly cooperates with the friction plate assembly to form a friction pair.

3. A power shift transmission according to claim 2, characterized in that, The piston has a horizontal portion and a vertical portion, with the vertical portion disposed at opposite ends of the horizontal portion; The ends of the two vertical parts extend in opposite directions. One vertical part is located in the mounting cavity and connected to the spring, while the other vertical part is connected to the friction plate assembly.

4. A power shift transmission according to claim 2, characterized in that, The friction plate group has multiple friction plates, which are spaced apart from each other.

5. A power shift transmission according to claim 2, characterized in that, The steel sheet group has multiple steel sheets, which are spaced apart from each other.

6. A power shift transmission according to claim 2, characterized in that, The friction plate group and the steel plate group are arranged alternately.

7. A power shift transmission according to claim 2, characterized in that, The end of the spring furthest from the piston is fixed to the outside of the input shaft.

8. A power shift transmission according to claim 1, characterized in that, The input shaft, intermediate shaft, and output shaft are axially parallel to each other.

9. A power shift transmission according to claim 1, characterized in that, Both the low-gear and high-gear are sleeved on the outside of the input shaft.

10. A vehicle comprising a vehicle body, wherein a power shift transmission according to any one of claims 1-9 is mounted on the vehicle body.

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