CN219734110U - Twelve-gear gearbox adapting to low-speed heavy-load medium-sized commercial vehicle - Google Patents

Abstract

The utility model provides a twelve-gear gearbox suitable for a low-speed heavy-duty medium-sized commercial vehicle, which comprises a gearbox shell, a main gearbox double intermediate shaft, an auxiliary gearbox double intermediate shaft, a synchronizer, a main gearbox gear shifting interlocking seat and a main gearbox self-locking mechanism, and is characterized in that the gearbox shell is sequentially and fixedly connected by a front shell, a middle shell and a rear shell, a side power take-off is connected to the side surface of the front shell, the side power take-off is meshed with an overspeed gear in the gearbox, a rear power take-off is connected to the rear of the rear shell, the rear power take-off is meshed with an auxiliary gearbox auxiliary shaft constant-meshed gear, the main gearbox gear shifting interlocking seat and the main gearbox self-locking mechanism are respectively connected to the positions of the front shell and the middle shell, the power take-off from the side surface of the gearbox, the rear surface of the main gearbox and the input shaft can be realized, and simultaneously the installation of a serial hydraulic retarder can be matched with a 270PS engine, a 18 ton 4X2/6X2 truck and a special vehicle.

Description

Twelve-gear gearbox adapting to low-speed heavy-load medium-sized commercial vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a twelve-gear gearbox suitable for a low-speed heavy-load medium-sized commercial vehicle.

Background

The vehicle type with special working conditions is matched with a 270 horsepower left-right engine, 18 tons of 4X2/6X2 part of vehicle types, the vehicle type is generally driven between cities and villages and even to the field land, agricultural products, fertilizers, stones, wood, steel and the like are mainly transported, the vehicle type is required to have the escaping capability, quick starting, powerful acceleration and smooth gear shifting, and therefore, the vehicle type is faced to low-speed heavy-duty trucks, logistics trucks, low-speed special vehicles and the like, a multi-gear gearbox with large first gear speed ratio is required to be developed to meet market demands, meanwhile, the speed ratio range is enlarged for forming the differential advantage of the whole vehicle, the defects of the highest vehicle speed of a direct gear box and the starting capability of an overspeed gear box are overcome, the vehicle type is also provided with the advantages of the two, and the torque demands of each working condition are ensured.

Disclosure of Invention

In order to solve the problems of poor escaping capability, slow starting and the like of a gearbox, the utility model provides a twelve-gear gearbox which is suitable for a low-speed heavy-duty medium-sized commercial vehicle, and adopts the following technical scheme:

the utility model provides an adaptation low-speed heavy load medium-sized commercial car's twelve speed transmission, includes gearbox casing, main tank double jackshaft, vice case double jackshaft, synchronous ware, main tank interlocking seat and main tank self-locking mechanism that shifts, its characterized in that, the gearbox casing is formed by preceding shell, well shell and backshell bolt fixed connection in proper order, preceding shell side is connected with the side power takeoff, the side power takeoff links to each other with the meshing of overspeed gear in the gearbox, and the backshell rear is connected with the back power takeoff, back power takeoff links to each other with the meshing of vice case countershaft constant mesh gear, and main tank interlocking seat and main tank self-locking mechanism shift are connected in preceding shell and well shell position respectively.

Preferably, a reverse gear switch and a high-low gear switch in the gearbox are respectively arranged on the middle shell and the rear shell.

Preferably, the center distance of the main gearbox is 105mm, the center distance of the auxiliary gearbox is 120mm, and the speed ratio is in the range of 12.6-0.78.

Preferably, a main box gear of the gearbox adopts a fine high-tooth gear, and a secondary box gear and an inter-shaft transmission part adopt helical gears.

The utility model has the beneficial effects that:

1. the side face of the front shell and the rear end of the rear shell are respectively connected with a side power takeoff and a rear power takeoff, and the design of the side power takeoff of the overdrive gear of the main box and the rear power takeoff of the constant meshed gear of the auxiliary shaft of the rear auxiliary box is adopted, so that the power takeoff from the side face, the rear face and the input shaft of the gearbox can be realized, and meanwhile, the installation of the serial hydraulic retarder can be realized;

2. the main box self-locking mechanism is arranged at the middle shell position, so that the problem that the top circle of the gear teeth of the constant meshed gear of the intermediate shaft cannot be made large due to interference of the constant meshed gear of the intermediate shaft and the interlocking seat of the original fork shaft is solved. A larger space is reserved for arranging the constant meshed gears of the intermediate shaft, so that the final required speed ratio is met;

3. compared with the traditional full high-low switch arranged on the auxiliary box cylinder, the auxiliary box high-low switch is arranged on the rear shell, so that the leakage fault between the high-low switch and the cylinder caused by the large pressure in the cylinder is reduced;

4. the reverse gear switch is arranged on the middle shell, and enough space is reserved on the top cover.

Drawings

FIG. 1 is a schematic view of the internal transmission structure of the transmission according to the present utility model

FIG. 2 is a schematic perspective view of the present utility model

FIG. 3 left side view of the utility model

FIG. 4 is a schematic view of the internal operating mechanism of the transmission of the present utility model

1, a main box double intermediate shaft; 2. auxiliary box double intermediate shafts; 3. a synchronizer; 4. an input shaft; 5. a flange, a front shell; 7. a middle shell; 8. a rear case; 9. a side power take-off; 10. a rear power takeoff; 11. a top cover; 12. a start assembly; 13. a main box gear shifting interlocking seat; 14. a self-locking mechanism; 15. a high-low gear switch shifting block; 16. a high-low gear switch; 17. a reverse gear switch; 18. reverse gear switch shifting block.

Detailed Description

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

In the description of the utility model, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships based on the view direction or positional relationships, merely to facilitate describing the utility model, and do not indicate or imply that the devices or elements being referred to must have a particular orientation, be configured and operated in a particular orientation, and thus should not be construed as limiting the utility model.

The twelve-gear gearbox for adapting to the low-speed heavy-duty medium-sized commercial vehicle shown in fig. 1-4 comprises a gearbox shell, a main box double intermediate shaft 1, an auxiliary box double intermediate shaft 2, a synchronizer 3, an input shaft 4, a main box gear shifting interlocking seat 13 and a self-locking mechanism 14, wherein the gearbox shell consists of a front shell 6, a middle shell 7 and a rear shell 8 which are sequentially connected from front to back, the front shell 6 and the middle shell 7 are detachably and fixedly connected through bolts, and gear blocking gears of the main box double intermediate shaft 1, the auxiliary box double intermediate shaft 2, the input shaft 4 and the main box and the auxiliary box are rotatably connected inside the front shell and the middle shell 7 through bearings.

As shown in fig. 2, a power take-off mounting hole is formed in one side of the front shell 6, a side power take-off 9 is fixed at the power take-off mounting hole of the front shell 6 through bolts, an input gear of the side power take-off 9 is meshed with an overdrive gear in a gearbox, a rear power take-off 10 is fixedly mounted at the power take-off mounting hole formed in the rear end of the rear shell 8 through bolts, a top cover is fixedly connected to the middle shell 7 through bolts, a main box gear shifting interlocking seat 13 is fixed to the front shell through bolts, a self-locking mechanism 14 is composed of a steel ball, a hand spring and a screw plug and is in threaded connection with a self-locking groove reserved on the middle shell 7 through the screw plug, and the steel ball is preloaded in a fork shaft gear shifting groove through the hand spring and the screw plug.

The reverse gear switch 17 and the high-low gear switch 16 are respectively screwed into the middle shell 7 and the rear shell 8 through threaded fit, a reverse gear switch shifting block 18 and a high-low gear switch shifting block 15 are respectively fixedly connected to the main box reverse gear fork shaft and the auxiliary box high-low gear fork shaft through fixing pins, and the reverse gear switch 17 and the high-low gear switch 16 are respectively correspondingly matched with the reverse gear switch shifting block 18 and the high-low gear switch shifting block 15.

The valve body is connected with the air pipe through a quick connector plug in the pneumatic assembly arranged on the gearbox, and the valve body is fixedly connected with the top cover through a bracket.

In addition, in the embodiment, the speed ratio range of the gearbox is 12.6-0.78, the head gear ratio is 12.6, the main gearbox is provided with 6 forward gears and 1 reverse gear, the auxiliary gearbox is provided with 2 gears to form 12 forward gears and 2 reverse gears, the main gearbox and the auxiliary gearbox adopt a synchronizer 3 for gear shifting, the reverse gears adopt sliding sleeve type gear shifting, the center distance of the main gearbox is 105mm, the center distance of the auxiliary gearbox is 120mm, the diameter of a spigot at one end of a front shell 6 connected with an engine flywheel shell is 495mm, a phi 430 clutch can be matched, a main gearbox gear adopts fine high teeth, the contact ratio is large, the bearing capacity of the gear can be improved, the service life of the gear is prolonged, the auxiliary gearbox gear and an inter-shaft transmission part are all provided with helical teeth, the engagement is stable, and the impact is small.

The device adopts the design of taking force from the side of the overdrive gear of the main box and taking force from the rear of the constant meshed gear of the auxiliary shaft of the rear auxiliary box, can realize taking force from the side surface, the rear surface and the input shaft 4 of the gearbox, and can be matched with a direct-connection hydraulic retarder; moreover, the mounting position of the main box self-locking mechanism 14 is designed on the middle shell 7, so that the problem that the top circle of the gear teeth of the constant meshed gear of the middle shaft cannot be made large because the middle shaft constant meshed gear interferes with the interlocking seat of the original fork shaft is solved, a larger space is reserved for arranging the constant meshed gear, and the final speed ratio output is met; the auxiliary box high-low gear switch 16 is arranged on the rear shell 8, compared with the traditional high-low gear switch 16 arranged on an auxiliary box cylinder, the air leakage fault between the high-low gear switch 16 and the cylinder caused by the large pressure in the cylinder is reduced, the reverse gear switch 17 is arranged on the middle shell 7, and compared with the traditional arrangement on the top cover, the installation space around the top cover is large, and the device can be used for installing a hand feeling spring seat; the whole speed ratio range is large, the defects of the highest speed of a direct gear box and the starting capability of an overspeed gear box are overcome, and a 270PS engine, a 18 ton 4X2/6X2 truck and a special vehicle can be matched.

The foregoing is only a preferred embodiment of the utility model, it being noted that: it will be apparent to those skilled in the art that modifications may be made without departing from the principles of the utility model, and such modifications are intended to be within the scope of the utility model.

Claims (4)

1. The utility model provides an adaptation low-speed heavy load medium-sized commercial car's twelve speed transmission, includes gearbox casing, main tank double jackshaft, vice case double jackshaft, synchronous ware, main tank interlocking seat and main tank self-locking mechanism that shifts, its characterized in that, the gearbox casing is formed by preceding shell, well shell and backshell bolt fixed connection in proper order, preceding shell side is connected with the side power takeoff, the side power takeoff links to each other with the meshing of overspeed gear in the gearbox, and the backshell rear is connected with the back power takeoff, back power takeoff links to each other with the meshing of vice case countershaft constant mesh gear, and main tank interlocking seat and main tank self-locking mechanism shift are connected in preceding shell and well shell position respectively.

2. The twelve speed transmission adapted to a low speed, heavy duty, medium duty, commercial vehicle of claim 1, wherein the reverse switch and the high and low switch in the transmission are disposed on the middle and rear cases, respectively.

3. The twelve speed transmission adapted to a low speed heavy duty medium duty commercial vehicle according to claim 1, wherein the transmission has a main box center distance of 105mm, an auxiliary box center distance of 120mm, and a speed ratio range of 12.66-0.78.

4. The twelve speed transmission adapted to a low speed, heavy duty, medium duty commercial vehicle of claim 1, wherein said transmission has a main gear employing a fine high gear, and a secondary gear and an inter-axle drive each employing a helical gear.