CN220688008U - Multi-clutch automatic gearbox - Google Patents

Abstract

The utility model relates to a multi-clutch automatic gearbox which comprises an input shaft and an output shaft which are in transmission connection, wherein a power gear is sleeved on the output shaft, and a first shaft sleeve and a second shaft sleeve are sequentially and fixedly arranged on the outer wall of the output shaft positioned on one side of the power gear. According to the reverse gear assembly, the reverse gear assembly is mounted on the output shaft, the output shaft is matched with the planetary gear mechanism, the first shaft sleeve, the second shaft sleeve, the first shifting fork, the second shifting fork, the third shifting fork and the like to realize forward and reverse rotation switching, the input shaft is used for inputting a plurality of forward gears, the output shaft is used for outputting a plurality of reverse gears, and the requirements of selecting different torques and/or speeds when the conveying device is in reverse are well met in reality.

Description

Multi-clutch automatic gearbox

Technical Field

The utility model relates to a multi-clutch automatic gearbox.

Background

A transmission is a device that changes the rotation speed ratio and the direction of movement. It is used in automobiles, tractors, ships, machine tools and various machines to change the torque, rotation speed and movement direction transmitted from the driving shaft to the driven shaft according to different working conditions. Taking the transportation device as an example, by changing the torque on the input driven shaft, the driver can adjust the power of the transportation device according to different road conditions, by changing the rotating speed on the input driven shaft, the driver can adjust the advancing speed of the transportation device according to different conditions, and by changing the moving direction of the driven shaft, the driver can operate the transportation device to realize advancing or retreating.

Generally, gearboxes have the function of changing the steering of the driven shaft, in particular to the transport device, which can achieve the forward or reverse movement of the transport device, i.e. generally the forward gear and the reverse gear. The existing transportation device is generally provided with a plurality of forward gears, but the backward gear is only provided with one gear, so that the requirement of selecting different torques and/or speeds when the transportation device backs in reality cannot be met.

A related art, for example, publication No. CN113417974a discloses a multi-clutch automatic transmission in which the reverse is realized by changing the steering of a power input shaft through an intermediate gear provided between a reverse clutch wheel and a reverse gear. In view of the fact that the transmission ratio of the gear system formed by the reverse clutch wheel, the intermediate gear and the reverse gear is a fixed value, the gearbox in the patent can only have one reverse gear, and therefore the requirements for selecting different torques and/or speeds when the conveying device backs up in reality cannot be met.

Disclosure of Invention

The utility model provides a multi-clutch automatic gearbox, which aims to solve the technical problem that the existing gearbox can only provide one reverse gear and can not meet the requirements of selecting different torques and/or speeds when a conveying device backs in reality.

In order to solve the problems, the multi-clutch automatic gearbox provided by the utility model adopts the following technical scheme:

the utility model provides a many separation and reunion automatic gearbox, includes the input shaft and the output shaft that the transmission is connected, the cover is equipped with power gear on the output shaft, just the output shaft is located fixedly in proper order on the outer wall of power gear one side is provided with first axle sleeve and second axle sleeve, wherein, still be provided with on the output shaft and be used for changing the reverse gear subassembly that the output shaft turned to, reverse gear subassembly includes:

the planetary gear mechanism is arranged along the axial direction of the output shaft and is positioned between the first shaft sleeve and the second shaft sleeve, the planetary gear mechanism comprises a sun gear, a plurality of planetary gears and a gear ring, the sun gear is sleeved on the output shaft, and the sun gear and the gear ring are in transmission connection through the plurality of planetary gears and are opposite in steering;

the first shifting fork, the second shifting fork and the third shifting fork can slide along the axial direction of the output shaft;

the first shifting fork is slidably arranged on a first annular end face of the power gear, which extends towards the first shaft sleeve, and when the first shifting fork slides to a position contacting with the first shaft sleeve, the first shaft sleeve is connected with the first annular end face of the power gear, so that the output shaft is driven to rotate positively through the power gear;

the second shifting fork is slidably arranged on a second annular end face of the sun gear, which extends towards the first shaft sleeve, the third shifting fork is slidably arranged on the second shaft sleeve, and when the second shifting fork slides to a position contacted with the first shifting fork and the third shifting fork slides to a position contacted with a third annular end face of the gear ring, which extends towards the second shaft sleeve, the sun gear is connected with the first annular end face of the power gear, the third annular end face of the gear ring is connected with the second shaft sleeve, and then the sun gear is driven to rotate forwards through the power gear, and the output shaft is driven to rotate reversely through the gear ring.

The multi-clutch automatic gearbox comprises a first shifting fork, a second shifting fork and a third shifting fork, wherein the first shifting fork, the second shifting fork and the third shifting fork are hollow, the inner wall of the first shifting fork is of a barrel-shaped structure with strip-shaped teeth arranged along the respective circumferential directions, strip-shaped grooves used for being matched with the strip-shaped teeth are arranged on the outer wall of the first annular end face, the second annular end face and the outer wall of the third annular end face along the respective circumferential directions of the outer wall of the second shifting fork, strip-shaped grooves used for being matched with the strip-shaped teeth of the second shifting fork are further arranged on the outer wall of the first shifting fork along the circumferential directions of the outer wall of the first shifting fork, and strip-shaped grooves used for being matched with the strip-shaped teeth are respectively arranged on the outer wall of the first shaft sleeve and the outer wall of the second shaft sleeve along the respective circumferential directions of the first shaft sleeve and the second shaft.

The multi-clutch automatic gearbox is characterized in that the outer diameter of the first annular end face is smaller than the outer diameter of the power gear, the outer diameter of the second annular end face is smaller than the outer diameter of the sun gear, and the outer diameter of the third annular end face is smaller than the outer diameter of the gear ring.

The multi-clutch automatic gearbox further comprises a box body, a first transmission shaft and a second transmission shaft, wherein the input shaft, the output shaft, the first transmission shaft and the second transmission shaft are respectively and rotatably arranged in the box body at least partially, and transmission gears (71 and 72) for permanently meshing with the power gears are respectively arranged on the first transmission shaft and the second transmission shaft;

the input shaft is provided with a first gear system, the first transmission shaft is provided with a second gear system, the second transmission shaft is provided with a third gear system, part of gears in the first gear system are used for being meshed with gears in the second gear system to form gear pairs with different transmission ratios, and other gears in the first gear system are used for being meshed with gears in the third gear system to form gear pairs with different transmission ratios.

The multi-clutch automatic gearbox described above, wherein the first gear system comprises four first floating gears (81, 82, 83, 84) and four first unidirectional gears (91, 92, 93, 94) operable to rotate with the input shaft, the second gear system comprises two second floating gears (101, 102) and two second unidirectional gears (111, 112) operable to rotate the first drive shaft, and the third gear system comprises two third floating gears (121, 122) and two third unidirectional gears (131, 132) operable to rotate the second drive shaft;

wherein the four first floating gears (81, 82, 83, 84) are permanently engaged with the two second unidirectional gears (111, 112) and the two third unidirectional gears (131, 132), respectively, and the four first unidirectional gears (91, 92, 93, 94) are permanently engaged with the two second floating gears (101, 102) and the two third floating gears (121, 122), respectively, thereby forming gear pairs having different transmission ratios.

The multi-clutch automatic gearbox comprises a first floating gear (81, 82, 83, 84), a second floating gear (101, 102) and a third floating gear (121, 122), wherein friction plates and clutch plates are arranged in the first floating gear, the second floating gear and the third floating gear, the friction plates are fixedly sleeved on the corresponding input shaft or the first transmission shaft or the second transmission shaft, the clutch plates are sleeved on the corresponding input shaft or the first transmission shaft or the second transmission shaft and can slide along the axial direction of the input shaft or the first transmission shaft or the second transmission shaft, and when the clutch plates slide to at least partially contact with the corresponding friction plates, the corresponding first floating gears (81, 82, 83, 84) rotate along with the input shaft, or the corresponding second floating gears (101, 102) drive the first transmission shaft to rotate, or the corresponding third floating gears (121, 122) drive the second transmission shaft to rotate;

each first unidirectional gear (91, 92, 93, 94), each second unidirectional gear (111, 112) and each third unidirectional gear (131, 132) comprise an external gear and an internal gear which is coaxially arranged with the external gear and is positioned in the external gear mounting hole, the internal gear is fixedly sleeved on the input shaft or the first transmission shaft or the second transmission shaft, the external gear is sleeved on the input shaft or the first transmission shaft or the second transmission shaft, a plurality of ratchets are fixedly arranged in the mounting hole of each external gear along the circumferential direction at equal angles, and the ratchets are used for being in contact with the corresponding gear teeth of the internal gear, so that the corresponding first unidirectional gears (91, 92, 93, 94) rotate unidirectionally along with the input shaft, or the corresponding second unidirectional gears (111, 112) drive the first transmission shaft to rotate, or the corresponding third unidirectional gears (131, 132) drive the second transmission shaft to rotate.

The multi-clutch automatic gearbox comprises an input shaft, wherein one end of the input shaft is further provided with a power pressure relief wheel for buffering power input to the input shaft, the power pressure relief wheel comprises a shell and at least two pressure relief wheels (141, 142), a cylindrical cavity is formed in the shell, the pressure relief wheels (141, 142) are positioned in the cavity and fixedly sleeved on the input shaft, ridges protruding outwards and valleys recessed inwards are arranged on the outer surfaces of the pressure relief wheels (141, 142) at equal intervals along the circumferential direction of the pressure relief wheels at intervals, at least two groups of resistance structures are arranged on the inner wall of the shell, each group of resistance structures comprises resistance pieces (161, 162) with the same number as the corresponding valleys or ridges on the outer surfaces of the pressure relief wheels (141, 142), one end of each resistance piece is fixedly arranged on the inner wall of the shell, the other end of each resistance piece is fixedly connected with a spring with one end of each resistance piece, and the other end of each resistance piece is fixedly connected with the spring on the inner part of the shell, so that the other ends of the resistance pieces (161, 162) are always contacted with the outer surfaces of the corresponding wheels (141, 142);

when the pressure relief wheels (141, 142) rotate along with the input shaft, ridges and valleys on the pressure relief wheels (141, 142) are staggered in sequence, so that when the other end of one group of resistance sheets (161) is positioned on the ridge corresponding to one pressure relief wheel (141), the other end of the other group of resistance sheets (162) is positioned in the valley corresponding to the other pressure relief wheel (142).

In the multi-clutch automatic gearbox, the outer surfaces of the pressure release wheels (141, 142) are in a streamline shape as a whole.

The multi-clutch automatic gearbox, wherein each resistance plate (161, 162) is S-shaped.

The beneficial effects are that: unlike the reverse gear mechanism in the prior art (for example CN113417974 a), the reverse gear assembly is installed on the output shaft, the output shaft is matched with the planetary gear mechanism, the first shaft sleeve, the second shaft sleeve, the first shifting fork, the second shifting fork, the third shifting fork and other mechanisms to realize forward and reverse switching, the input shaft is used for inputting the number of forward gears, the output shaft is used for outputting the number of reverse gears, and the requirement of selecting different torques and/or speeds when the transportation device is in reverse in reality is better met.

When two pressure release wheels among this application rotate along with the input shaft, a set of resistance piece is located the spine that corresponds a pressure release wheel, and another set of resistance piece then is located the valley that corresponds another pressure release wheel, and then has realized the buffering to the input power, avoids the too big part that destroys the gearbox inside of moment of torsion of input.

Drawings

The above, as well as additional purposes, features, and advantages of exemplary embodiments of the present utility model will become readily apparent from the following detailed description when read in conjunction with the accompanying drawings. In the drawings, embodiments of the utility model are illustrated by way of example and not by way of limitation, and like reference numerals refer to similar or corresponding parts and in which:

FIG. 1 is a schematic view of the overall structure of the present application (the case is not shown);

FIG. 2 is a schematic diagram of the reverse assembly and output shaft of FIG. 1, with the power gear in an idle state;

FIG. 3 is a schematic view of the first fork moving to the left with respect to the sleeve structure, in which the output shaft rotates in the forward direction;

FIG. 4 is a schematic view showing the second fork moving to the right in contact with the first fork and the third fork moving to the right in contact with the gear ring, with the output shaft rotating in the opposite direction;

FIG. 5 is a schematic illustration of an assembly of a first gear system with a second gear system;

FIG. 6 is a schematic illustration of an assembly of a first gear system with a third gear system;

FIG. 7 is a schematic cross-sectional view of the first fork in a radial direction thereof;

FIG. 8 is an internal structural view of the one-way gear;

FIG. 9 is a block diagram of a power pinch roller.

Reference numerals illustrate:

1. an input shaft; 11. a first gear system;

2. an output shaft; 21. a power gear; 22. a first sleeve; 23. a second sleeve;

3. a first drive shaft; 31. a second gear system;

4. a second drive shaft; 41. a third gear system;

5. a reverse gear assembly; 51. a planetary gear mechanism; 511. a sun gear; 512. a planet wheel; 513. a gear ring; 52. a first fork; 53. a second fork; 54. a third fork;

61. bar-shaped teeth; 62. a strip-shaped groove;

7. a transmission gear; 72. a transmission gear;

81. a first floating gear I; 82. a first floating gear II; 83. a first floating gear III; 84. a first floating gear IV;

91. a first unidirectional gear I; 92. a first unidirectional gear II; 93. a first unidirectional gear III; 94. a first unidirectional gear IV;

101. a second floating gear I; 102. the second floating gear II;

111. a second unidirectional gear I; 112. a second unidirectional gear II;

121. a third floating gear I; 122. a third floating gear II;

131. a third unidirectional gear I; 132. a third unidirectional gear II;

141. a pressure release wheel; 142. a pressure release wheel;

151. a ridge; 152. a valley;

161. a resistance plate; 162. a resistance plate; 163. a spring;

17. a hydraulic device; 19. a housing;

301. an external gear; 302. an internal gear; 303. a ratchet; 304. and a return spring.

Detailed Description

The following description of the embodiments of the present utility model will be made more complete and clear to those skilled in the art by reference to the figures of the embodiments of the present utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

The main conception of the utility model is that on the same power input shaft or transmission shaft, two groups of clutch transmission assemblies with different transmission ratios are arranged, at least one group of clutch transmission assemblies adopts a one-way gear assembly, and the clutch transmission assembly with high transmission ratio outputs power even if the two groups of clutch gear assemblies are simultaneously in a locking state and coaxially rotate, and the one-way gear assembly in the clutch transmission assembly with relatively low transmission ratio is in an idling state, so that the non-interval variable speed output of power is satisfied; the transmission ratio of the clutch transmission assembly with high gear is higher than that of the clutch transmission assembly with low gear, namely, under the same power input speed, when the rotation speed of the transmission shaft in the high gear is higher than that of the transmission shaft in the low gear; when the gear is switched from the low gear to the high gear, the unidirectional gear component of the high gear clutch transmission component drives the transmission shaft to accelerate, the corresponding reverse limiting component in the clutch transmission component in the low gear rotates along with the increase of the transmission shaft, at the moment, the rotating gear ring and the reverse limiting component generate speed difference, namely, the rotating gear ring in the low gear and the reverse limiting component do idle, the unidirectional gear component can meet the requirement that the clutch transmission component does not need to be disconnected after being connected with the low gear transmission when being switched from the low gear to the high gear, and the disconnection of the low gear clutch transmission component is carried out after or during the speed increasing, so that the speed increasing is realized continuously or in a crossing way, the speed changing efficiency of the transmission is greatly improved, the speed changing efficiency of the automatic gearbox is improved, and the transmission efficiency and the transmission torque are ensured.

Having described the basic principles of the present utility model, various non-limiting embodiments of the utility model are described in detail below. Any number of elements in the figures are for illustration and not limitation, and any naming is used for distinction only and not for any limiting sense.

The principles and spirit of the present utility model are explained in detail below with reference to several representative embodiments thereof.

The utility model provides a many separation and reunion gearbox, includes the box, and the inside of box is provided with input shaft 1, output shaft 2, first transmission shaft 3 and second transmission shaft 4 respectively, and input shaft 1, output shaft 2, first transmission shaft 3 and the axis of second transmission shaft 4 are all parallel to each other to four above-mentioned axles still rotate the setting respectively in the box inside.

Wherein, the both ends of input shaft 1 stretch out from the inside of box, and then connect input shaft 1 on the power equipment outside the box, and the both ends of first transmission shaft 3 and second transmission shaft 4 then are connected with the inner wall transmission of box through the axle sleeve respectively, and the one end of output shaft 2 stretches out from the inside of box, and then connects output shaft 2 on the mechanism that needs provide power outside the box.

Further, referring to fig. 1, a power gear 21 is sleeved on the output shaft 2, and a first shaft sleeve 22 and a second shaft sleeve 23 are fixedly sleeved on the outer side wall of the output shaft 2, so that the output shaft 2 is driven to rotate by the first shaft sleeve 21 or the second shaft sleeve 22. The first sleeve 22 and the second sleeve 23 are also located on the same side of the power gear 21, and the first sleeve 22 and the second sleeve 23 are sequentially arranged on the output shaft 2 in a direction away from the power gear 21.

Referring to fig. 2, in order to drive the output shaft 2 to rotate and change the steering direction of the output shaft 2, a reverse gear assembly is further provided on the output shaft 2, a planetary gear mechanism in the reverse gear assembly is integrally provided between the first shaft sleeve 22 and the second shaft sleeve 23, and may include a sun gear 511, a plurality of planetary gears 512 and a gear ring 513, the sun gear 511 is sleeved on the output shaft 2 and may rotate relative to the output shaft 2, the sun gear 511 is further located inside the gear ring 513 and is in transmission with the gear ring 513 through the plurality of planetary gears 512, and at this time, if the sun gear 511 rotates, the steering direction of the gear ring 513 is opposite to the steering direction of the sun gear 511.

In addition, the reverse gear assembly may further include a first shift fork 52, a second shift fork 53 and a third shift fork 54, each of which is hollow and cylindrical, the first shift fork 52 is used for sliding fit with an outer wall of the power gear 21, in order to reduce a radial dimension of the first shift fork 52, the power gear 21 extends outwards towards a center of an end face of the first shaft sleeve 22 to form a first annular end face, a radial dimension of the first annular end face is smaller than a radial dimension of the power gear 21, and the first shift fork 52 is slidably sleeved on the outer wall of the first annular end face.

Similarly, the sun gear 511 extends outwards towards the center of the end face of the first shaft sleeve 22 to form a second annular end face, and the second shifting fork 53 is slidably sleeved on the second annular end face. The gear ring 513 extends outwards towards the center of the end face of the second shaft sleeve 23 to form a third annular end face, the third shifting fork 54 is slidably sleeved on the second shaft sleeve 23, and the third shifting fork 54 can be sleeved on the third annular end face after being slid for a certain distance.

Referring to fig. 3, when the first fork 52 slides to contact with the first shaft sleeve 22, the first shaft sleeve 22 and the first annular end face are temporarily fixedly connected through the first fork 52, that is, the first shaft sleeve 22 and the power gear 21 are temporarily connected, at this time, the power gear 21 can drive the output shaft 2 to realize forward rotation, and at this time, the forward gear is obtained.

Referring to fig. 4, the first fork 52 is restored to its original position, i.e., the first fork 52 is only sleeved on the first annular end surface, the power gear 21 idles at this time, when the second fork 53 slides to contact with the outer wall of the first fork 52, and the third fork 54 slides to contact with the third annular end surface, the second annular end surface is temporarily connected with the first annular end surface through the first fork 52 and the second fork 53, i.e., the power gear 21 is temporarily connected with the sun gear 511, the second sleeve 23 is temporarily connected with the third annular end surface through the third fork 54, i.e., the second sleeve 23 is temporarily connected with the gear ring 513, the power gear 21 can drive the sun gear 511 to rotate forward, and the gear ring 513 can drive the output shaft 2 to rotate reversely, i.e., the reverse gear.

In view of the fact that in the present application, the output shaft 2 is switched between forward and reverse rotation by the cooperation of the planetary gear mechanism, the first sleeve 22, the second sleeve 23, the first fork 52, the second fork 53, the third fork 54, and the like, how many forward gears are input to the output shaft 2 through the input shaft 1, and how many reverse gears are output through the output shaft 2.

In order to achieve the purpose of inputting different gears by the input shaft 2, a first gear system is further arranged on the input shaft 2, a second gear system is arranged on the first transmission shaft 3, a third gear system is arranged on the second transmission shaft 4, partial gears inside the first gear system are used for being meshed with all gears in the second gear system, so that gear pairs with different transmission ratios are formed, and the rest gears of the first gear system are used for being meshed with all gears in the third gear system, so that gear pairs with different transmission ratios are formed.

One end of the first transmission shaft is provided with a transmission gear which is used for being permanently meshed with the power gear 21, one end of the second transmission shaft 4 is provided with the transmission gear 21, the transmission gear 21 is used for being permanently meshed with the power gear 2, and then the input shaft 1 transmits different rotating speeds to the output shaft 2 through the first transmission shaft 3 or the second transmission shaft 4, so that the switching of different gears is realized.

The following takes eight gears as an example, and further describes how the transmission in the present application achieves rapid and continuous shifting of different gears.

As described below with reference to fig. 5 and 6, the first gear system may include a first floating gear i, a first floating gear ii 81, a first floating gear iii 82, a first floating gear iv 83 and a first one-way gear i 84, a first one-way gear ii 91, a first one-way gear iii 92, a first one-way gear iv 93, the second gear system may include two second floating gears i 101, ii 102 and i 111, a second one-way gear ii 112, and the third gear system may include a third floating gear i 121, ii 122 and i 131, and ii 132, so-called floating gears (first floating gear, second floating gear, and third floating gear) that are not directly connected to the rotating shaft (input shaft 1, first transmission shaft 3, and second transmission shaft 4) in an initial state, i.e., floating gears (first one-way gear, second one-way gear, and third one-way gear) are provided on the rotating shaft, and so-called one-way gears (first one-way gear, second one-way gear, and third one-way gear) are rotatable only with respect to the rotating shaft (input shaft 1, first transmission shaft 3, and second transmission shaft 4).

The first floating gear I, the first floating gear II 81, the first floating gear III 82, the first floating gear IV 83 and the first unidirectional gear I84, the first unidirectional gear II 91, the first unidirectional gear III 92 and the first unidirectional gear IV 93 are respectively and equidistantly arranged along the axial direction of the input shaft 1, the second floating gear I101, the second floating gear II 102 and the second unidirectional gear I111 and the second unidirectional gear II 112 are respectively and equidistantly arranged along the axial direction of the first transmission shaft 3, the third floating gear I121, the third floating gear II 122 and the third unidirectional gear I131 and the third unidirectional gear II 132 are respectively and equidistantly arranged along the axial direction of the second transmission shaft 4, preferably, four first floating gears are respectively and permanently meshed with two second unidirectional gears and two third unidirectional gears, and four first unidirectional gears are respectively and permanently meshed with two second floating gears and two third floating gears, so as to form gear pairs with different transmission ratios.

In view of the fact that the larger the gear ratio is, the slower the output rotation speed of the output shaft 2 is, when the gear ratio is switched from the low gear to the high gear, the gear pair with the smaller gear ratio drives the input shaft 1 to realize power input, and the gear pair with the larger gear ratio is in an idle state.

Further, each floating gear (the first floating gear, the second floating gear and the third floating gear) is provided with a friction plate and a clutch plate inside, the friction plate is fixedly arranged on the input shaft 1 or the first transmission shaft 2 or the second transmission shaft 3 (for example, a spline can be fixedly arranged on the input shaft 1, the first transmission shaft 3 or the second transmission shaft 4, and the friction plate is sleeved on the outer wall of the corresponding spline).

The clutch plate is sleeved on the input shaft 1 or the first transmission shaft 3 or the second transmission shaft 4 in a floating manner, and can be pushed to approach the corresponding friction plate through the hydraulic device until the clutch plate contacts with the corresponding friction plate, at this time, the friction plate on the input shaft 1 drives the corresponding clutch plate to rotate, and then drives the corresponding first floating gear on the input shaft 1 to rotate, and the patent document with publication number CN113417974A can be referred to specifically, and details are not repeated here.

Referring to fig. 8, each of the one-way gears (first one-way gear, second one-way gear or third one-way gear) may include an external gear 301 and an internal gear 302, the external gear 301 is coaxially disposed with the corresponding internal gear 302, and the internal gear 302 is located in a mounting hole of the external gear 301, the internal gear 302 is fixedly sleeved on the input shaft 1, the first transmission shaft 3 or the second transmission shaft 4, the external gear 301 is floatingly sleeved on the input shaft 1, the first transmission shaft 3 or the second transmission shaft 4, a plurality of ratchet teeth 303 are fixedly disposed in the mounting hole of each external gear 301 along the circumferential direction at equal angles, and the ratchet teeth 303 are used for contacting with teeth of the corresponding internal gear 302, so that the corresponding first one-way gear rotates along with the input shaft 1, or the corresponding second one-way gear drives the first transmission shaft 3 to rotate, or the corresponding third one-way gear drives the second transmission shaft 4 to rotate.

The first floating gear drives the second unidirectional gear meshed with the first floating gear to rotate, so that the first transmission shaft 3 or the second transmission shaft 4 is driven to rotate, and the first transmission shaft 3 or the second transmission shaft 4 drives the output shaft 2 to rotate.

Eight forward gears are output to the output shaft 2 through the input shaft 1, and corresponding eight reverse gears can be obtained through a reverse gear assembly on the output shaft 2.

In order to prevent the damage of internal parts of the gearbox when the stress torque of the input shaft 1 is overlarge, a power pressure release wheel can be arranged at one end of the input shaft 1, and the power of the input shaft 1 can be buffered and changed through the power pressure release wheel.

Specifically, referring to fig. 9, the power pressure relief wheel may include a housing 19 and two pressure relief wheels 141, the housing 19 having a cylindrical cavity therein, the two pressure relief wheels 19 being disposed in the cavity and being disposed on the input shaft 1 side by side along an axial direction of the input shaft 1, four ridges 151 and four valleys 152 being disposed on an outer surface of each pressure relief wheel 141 at equal intervals and intervals along a respective circumferential direction thereof, and the ridges 151 and the valleys 152 on the two pressure relief wheels 141 being disposed to be staggered with respect to each other.

When the two pressure release wheels 141 rotate along with the input shaft 1, one group of resistance sheets 161 are positioned on the ridge 151 corresponding to one pressure release wheel 141, and the other group of resistance sheets 161 are positioned in the valley 152 corresponding to the other pressure release wheel 141, so that the input power is buffered, and the input torque is prevented from damaging parts in the gearbox excessively.

From the foregoing description of the present specification, it will be further understood by those skilled in the art that terms such as "upper", "lower", "front", "rear", "left", "right", "axis", "horizontal", "top", "bottom", "inner", "outer", and the like, which indicate an azimuth or a positional relationship, are based on the azimuth or the positional relationship shown in the drawings of the present specification, are for convenience only in describing aspects of the present utility model and for simplicity of description, and do not explicitly show or imply that the devices or elements involved must have the specific azimuth, be constructed and operated in the specific azimuth, and thus the azimuth or positional relationship terms described above should not be interpreted or construed as limitations of aspects of the present utility model.

In addition, in the description of the present specification, the meaning of "plurality" means at least two, for example, two, three or more, etc., unless specifically defined otherwise.

Claims (9)

1. The utility model provides a many separation and reunion automatic gearbox, includes the input shaft and the output shaft that the transmission is connected, the cover is equipped with power gear on the output shaft, just the output shaft is located fixedly in proper order on the outer wall of power gear one side is provided with first axle sleeve and second axle sleeve, its characterized in that, still be provided with on the output shaft and be used for changing the reverse gear subassembly that the output shaft turned to, reverse gear subassembly includes: the planetary gear mechanism is arranged along the axial direction of the output shaft and is positioned between the first shaft sleeve and the second shaft sleeve, the planetary gear mechanism comprises a sun gear, a plurality of planetary gears and a gear ring, the sun gear is sleeved on the output shaft, and the sun gear and the gear ring are in transmission connection through the plurality of planetary gears and are opposite in steering;

the first shifting fork, the second shifting fork and the third shifting fork can slide along the axial direction of the output shaft; the first shifting fork is slidably arranged on the power gear, and when the first shifting fork slides to a position contacting with the first shaft sleeve, the first shaft sleeve is connected with the power gear, and then the output shaft is driven to rotate positively through the power gear;

the second shifting fork is slidably arranged on the sun gear, the third shifting fork is slidably arranged on the second sleeve, and when the second shifting fork slides to a position where the second shifting fork contacts with the first shifting fork and the third shifting fork slides to a position where the third shifting fork contacts with the gear ring, the sun gear is connected with the power gear, the gear ring is connected with the second sleeve, and then the sun gear is driven to rotate forwards through the power gear, and the output shaft is driven to rotate reversely through the gear ring.

2. The multi-clutch automatic gearbox according to claim 1, wherein the first fork is slidably disposed on a first annular end surface of the power gear extending toward the first shaft sleeve, and when the first fork slides to a position contacting the first shaft sleeve, the first shaft sleeve is connected with the first annular end surface of the power gear, so that the output shaft is driven to rotate forward by the power gear;

the second shifting fork is slidably arranged on a second annular end face of the sun gear, which extends towards the first shaft sleeve, the third shifting fork is slidably arranged on the second shaft sleeve, and when the second shifting fork slides to a position contacted with the first shifting fork and the third shifting fork slides to a position contacted with a third annular end face of the gear ring, which extends towards the second shaft sleeve, the sun gear is connected with the first annular end face of the power gear, the third annular end face of the gear ring is connected with the second shaft sleeve, and then the sun gear is driven to rotate forwards through the power gear, and the output shaft is driven to rotate reversely through the gear ring.

3. The multi-clutch automatic gearbox according to claim 2, wherein the first fork, the second fork and the third fork are each hollow and have a barrel-shaped structure with bar teeth arranged on an inner wall along respective circumferential directions thereof, bar grooves for being matched with the corresponding bar teeth are arranged on outer walls of the first annular end face, the second annular end face and the third annular end face along respective circumferential directions thereof, bar grooves for being matched with the bar teeth of the second fork are further arranged on outer walls of the first fork along respective circumferential directions thereof, and bar grooves for being matched with the bar teeth are respectively arranged on outer walls of the first shaft sleeve and the second shaft sleeve along respective circumferential directions thereof.

4. The multi-clutch automatic gearbox according to claim 1, further comprising a box body, a first transmission shaft and a second transmission shaft, wherein the input shaft, the output shaft, the first transmission shaft and the second transmission shaft are respectively rotatably and at least partially arranged inside the box body, and transmission gears (71, 72) for permanently meshing with the power gears are respectively arranged on the first transmission shaft and the second transmission shaft;

the input shaft is provided with a first gear system, the first transmission shaft is provided with a second gear system, the second transmission shaft is provided with a third gear system, part of gears in the first gear system are used for being meshed with gears in the second gear system to form gear pairs with different transmission ratios, and other gears in the first gear system are used for being meshed with gears in the third gear system to form gear pairs with different transmission ratios.

5. The multi-clutch automatic gearbox of claim 4, wherein the first gear system includes four first floating gears (81, 82, 83, 84) and four first unidirectional gears (91, 92, 93, 94) operable to rotate with the input shaft, the second gear system includes two second floating gears (101, 102) and two second unidirectional gears (111, 112) operable to rotate the first drive shaft, and the third gear system includes two third floating gears (121, 122) and two third unidirectional gears (131, 132) operable to rotate the second drive shaft;

wherein the four first floating gears (81, 82, 83, 84) are permanently engaged with the two second unidirectional gears (111, 112) and the two third unidirectional gears (131, 132), respectively, and the four first unidirectional gears (91, 92, 93, 94) are permanently engaged with the two second floating gears (101, 102) and the two third floating gears (121, 122), respectively, thereby forming gear pairs having different transmission ratios.

6. The multi-clutch automatic gearbox according to claim 5, characterized in that each of the first floating gears (81, 82, 83, 84), each of the second floating gears (101, 102) and each of the third floating gears (121, 122) is internally provided with a friction plate fixedly sleeved on the corresponding input shaft or the first transmission shaft or the second transmission shaft and a clutch plate fixedly sleeved on the corresponding input shaft or the first transmission shaft or the second transmission shaft and capable of sliding along the axial direction of the input shaft or the first transmission shaft or the second transmission shaft, and when the clutch plate slides to at least partially contact with the corresponding friction plate, the corresponding first floating gears (81, 82, 83, 84) rotate along with the input shaft or the corresponding second floating gears (101, 102) drive the first transmission shaft or the corresponding third floating gears (121, 122) to rotate;

each first unidirectional gear (91, 92, 93, 94), each second unidirectional gear (111, 112) and each third unidirectional gear (131, 132) comprise an external gear and an internal gear which is coaxially arranged with the external gear and is positioned in the external gear mounting hole, the internal gear is fixedly sleeved on the input shaft or the first transmission shaft or the second transmission shaft, the external gear is sleeved on the input shaft or the first transmission shaft or the second transmission shaft, a plurality of ratchets are fixedly arranged in the mounting hole of each external gear along the circumferential direction at equal angles, and the ratchets are used for being in contact with the corresponding gear teeth of the internal gear, so that the corresponding first unidirectional gears (91, 92, 93, 94) rotate unidirectionally along with the input shaft, or the corresponding second unidirectional gears (111, 112) drive the first transmission shaft to rotate, or the corresponding third unidirectional gears (131, 132) drive the second transmission shaft to rotate.

7. The multi-clutch automatic gearbox according to any one of claims 1 to 6, characterized in that one end of the input shaft is further provided with a power relief wheel for buffering power input to the input shaft, the power relief wheel comprises a housing and at least two relief wheels (141, 142), a cylindrical cavity is formed in the housing, the relief wheels (141, 142) are located in the cavity and fixedly sleeved on the input shaft, the outer surfaces of the relief wheels (141, 142) are equally spaced along the respective circumferential direction and are provided with outwardly protruding ridges and inwardly recessed valleys at intervals, the inner wall of the housing is provided with at least two groups of resistance structures, each group of resistance structures comprises resistance pieces (161, 162) which are the same as the number of the valleys or ridges of the outer surface of the corresponding relief wheel (141, 142), one end of each resistance piece is fixedly arranged on the inner wall of the housing, and the other end of each resistance piece is fixedly connected with a spring, the other end of which is fixedly arranged on the inner side of the housing, so that the other end of each resistance piece (161, 162) always contacts the outer surface of the corresponding relief wheel (141, 142);

when the pressure relief wheels (141, 142) rotate along with the input shaft, ridges and valleys on the pressure relief wheels (141, 142) are staggered in sequence, so that when the other end of one group of resistance sheets (161) is positioned on the ridge corresponding to one pressure relief wheel (141), the other end of the other group of resistance sheets (162) is positioned in the valley corresponding to the other pressure relief wheel (142).

8. The multi-clutch automatic gearbox of claim 7, wherein the outer surface of the pressure relief wheel (141, 142) is streamlined overall.

9. The multi-clutch automatic gearbox of claim 7, wherein each of the resistance plates (161, 162) is "S" shaped.