CN220816444U - Multi-shaft transmission structure for speed changer and parallel shaft type multi-gear automatic speed changer with multi-shaft transmission structure - Google Patents

Abstract

The utility model relates to the field of gearboxes, in particular to a multi-shaft transmission structure for a speed changer and a parallel shaft type multi-gear automatic speed changer with the multi-shaft transmission structure; comprises an output shaft and an input shaft; the input shaft comprises a front input shaft and a rear input shaft; the front input shaft is directly connected with the rear input shaft or connected through a first clutch; the front input shaft is connected with the output shaft, and the rear input shaft is connected with the output shaft through a transmission mechanism; according to the multi-shaft transmission structure disclosed by the utility model, the multi-gear control of the transmission structure can be realized through the sectional design of the input shaft and the matched use of the transmission mechanism; meanwhile, the input shaft adopts a sectional design, so that the number of clutches can be reduced while the first gear and the reverse gear are normally realized; in addition, the plurality of shafting systems are arranged in parallel, so that the radial size of a transmission structure and a subsequent speed changer can be reduced to a certain extent, and the utility model is suitable for vehicles with insufficient radial space.

Description

Multi-shaft transmission structure for speed changer and parallel shaft type multi-gear automatic speed changer with multi-shaft transmission structure

Technical Field

The utility model relates to the field of gearboxes, in particular to a multi-shaft transmission structure for a transmission and a parallel shaft type multi-gear automatic transmission with the multi-shaft transmission structure.

Background

Existing mainstream utility vehicles include ssvs (side by SIDE VEHICLE), uvts (utility TERRAIN VEHICLE), ATV (all terrain vehicle), which are limited in size and interference of other components or systems (e.g., rear suspension, cargo box, etc.) of the vehicle, so that the engine and transmission are basically arranged in a front-to-rear arrangement, which results in a very small radial space in which the transmission can be arranged.

The main stream multifunctional vehicle in the market basically adopts a belt pulley with a throwing block and a multi-gear box combined transmission, and the belt pulley is clamped by a centrifugal force provided by a high-speed throwing block to provide power output at a higher rotating speed, so that the vehicle cannot realize stable low-speed running, the starting power response is slow, the idling rotating speed of an engine is too high, the oil consumption is too high, and the automatic upshift cannot be realized.

And the traditional belt CVT structure is easy to slip, easy to wear, not practical in durability and low in transmission efficiency, and the rubber transmission belt cannot bear larger torque, so that the rubber transmission belt is contradictory with the large-displacement high-performance vehicles increasingly required in the current market.

In addition, the rubber transmission belt is usually used as a wearing part, and needs to be replaced frequently, so that the time and economic cost of a user are greatly increased, and inconvenience is caused to a customer.

In order to improve the above problems, it is necessary to optimally design the conventional transmission.

Disclosure of utility model

The utility model aims to provide a transmission structure for a speed changer, which has small radial occupation size and stable power transmission.

In order to achieve the above purpose, the technical scheme adopted by the utility model is as follows:

A multi-shaft transmission structure for a transmission comprises an output shaft and an input shaft; the input shaft comprises a front input shaft and a rear input shaft;

the front input shaft and the rear input shaft are coaxially arranged;

The input shaft and the output shaft are distributed in parallel at intervals;

the front input shaft is directly connected with the rear input shaft or connected through a first clutch;

The front input shaft is connected with the output shaft through a transmission mechanism.

The transmission mechanism comprises a front transmission mechanism and a rear transmission mechanism;

the front input shaft is connected with the output shaft through a front transmission mechanism;

The front transmission mechanism comprises a first front transmission gear, a second front transmission gear and a front transmission clutch;

The first front transmission gear is arranged on the front input shaft; the second front transmission gear is arranged on the output shaft;

The front input shaft is directly connected with the first front transmission gear or is connected with the first front transmission gear through a front transmission clutch;

the output shaft is directly connected with the second front transmission gear or is connected with the second front transmission gear through a front transmission clutch;

the rear transmission mechanism comprises a first transmission mechanism;

the rear input shaft is connected with the output shaft through a first transmission mechanism;

the first transmission mechanism comprises a first rear transmission gear and a second rear transmission gear;

The first rear transmission gear is connected to the rear input shaft; the second rear transmission gear is connected to the output shaft; the first transmission gear and the second transmission gear are oppositely arranged.

The multi-shaft transmission structure comprises two front transmission mechanisms; the two front transmission mechanisms are respectively a second transmission mechanism and a third transmission mechanism; the front input shaft is connected with the output shaft through the second transmission mechanism and the third transmission mechanism.

The rear input shaft is connected with an output shaft through at least one first transmission mechanism.

The first clutch is connected with the rear input shaft through a planetary gear mechanism, and the planetary gear mechanism is connected with a fourth clutch.

The output shaft is provided with a control mechanism, and the control mechanism comprises a synchronizer arranged on the output shaft; the synchronizer may be engaged with a second rear drive gear in the first drive.

The multi-shaft transmission structure further comprises a reverse gear idler shaft; and the reverse gear idler wheel shaft is provided with a reverse gear idler wheel.

The parallel shaft type multi-gear automatic transmission comprises an input mechanism, wherein the input mechanism is connected with the multi-shaft transmission structure; the multi-shaft transmission structure is connected with a front axle of the vehicle through a speed reducing mechanism.

The input mechanism comprises a front driven gear arranged on the front input shaft, and the front driven gear is connected with a front driving damping gear; the front driving damping gear is connected with the front driven gear through a front idler wheel group.

The front input shaft in the multi-shaft transmission structure is connected with an oil pump driving mechanism; the oil pump driving mechanism comprises an oil pump connected to the front input shaft, and the oil pump is connected with a front transmission clutch, a fourth clutch and a first clutch in the multi-shaft transmission structure.

The utility model has the advantages that:

the utility model discloses a multi-shaft transmission structure for a transmission and a parallel shaft type multi-gear automatic transmission with the multi-shaft transmission structure.

According to the multi-shaft transmission structure disclosed by the utility model, the multi-gear control of the transmission structure can be realized through the sectional design of the input shaft and the cooperation of the transmission mechanism.

Meanwhile, the input shaft adopts a sectional design, so that the use quantity of the clutches can be reduced while the first gear and the reverse gear transmission is normally realized.

In addition, the plurality of shafting systems are arranged in parallel, so that the radial size of the transmission structure and the subsequent speed changer can be reduced to a certain extent, and the transmission structure or the speed changer can be suitable for vehicles with insufficient radial space.

Meanwhile, the transmission of power is realized by adopting a mode of combining a multi-gear and a clutch, the starting response time is short, the idle speed is low, the low-speed stable running of the whole vehicle can be realized, the gear shifting can be automatically switched back and forth in a high-low speed ratio region without stopping, and the transmission efficiency of the transmission disclosed by the utility model is high, the stability is high, the bearing capacity is strong, the problem of impact load at a wheel end can be effectively solved, and the use cost of a client is reduced through the cooperation of the gear and the clutch.

Drawings

The following is a brief description of what is expressed in the various figures of the specification of the utility model:

fig. 1 is a schematic structural view of a first embodiment of the present utility model.

Fig. 2 is a schematic diagram of a reverse transmission path according to a first embodiment of the present utility model.

Fig. 3 is a schematic view of a forward 1 st gear transmission path according to a first embodiment of the present utility model.

Fig. 4 is a schematic view of a forward 2-speed transmission path according to a first embodiment of the present utility model.

Fig. 5 is a schematic view of a3 rd speed forward transmission path according to a first embodiment of the present utility model.

Fig. 6 is a schematic structural diagram of a second embodiment of the present utility model.

Fig. 7 is a schematic structural view of a third embodiment of the present utility model.

Fig. 8 is a schematic structural view of a fourth embodiment of the present utility model.

Fig. 9 is a schematic structural view of a fifth embodiment of the present utility model.

Detailed Description

The following detailed description of the utility model refers to the accompanying drawings, which illustrate preferred embodiments of the utility model in further detail.

A multi-shaft transmission structure for a transmission comprises an output shaft Z4 and an input shaft; the input shaft comprises a front input shaft Z1 and a rear input shaft Z2; the front input shaft Z1 and the rear input shaft Z2 are coaxially arranged; the input shaft and the output shaft Z4 are distributed in parallel at intervals; according to the multi-shaft transmission structure disclosed by the utility model, the multi-gear control of the transmission structure can be realized through the sectional design of the input shaft and the cooperation of the transmission mechanism, and meanwhile, the input shaft adopts the sectional design, so that the number of the clutches can be reduced while the first-gear transmission and the reverse-gear transmission are normally realized; in addition, the plurality of shafting systems are arranged in parallel, so that the radial size of the transmission structure and the subsequent speed changer can be reduced to a certain extent, and the transmission structure or the speed changer can be suitable for vehicles with insufficient radial space.

The multi-shaft transmission structure disclosed by the utility model is mainly used in a speed changer to realize the transmission of power in the speed changer; in addition, the structure of the input shaft is changed, the input shaft is equivalent to a sectional design, a shafting in a transmission structure is added, and based on the design, the transmission of the first gear and the reverse gear can be normally realized, and meanwhile, the use quantity of the clutches can be reduced; based on the design, a set of clutch can control a plurality of gears, so that the cost is reduced.

Meanwhile, the plurality of shafting are mutually parallel, so that the radial size of the whole vehicle transmission can be reduced while normal power transmission is realized, and the transmission structure and the transmission disclosed by the utility model are more suitable for the whole vehicle with small radial space.

Meanwhile, in the utility model, the input shaft comprises a front input shaft Z1 and a rear input shaft Z2, and the front input shaft Z1 is directly connected with the rear input shaft Z2 or is connected with the rear input shaft Z2 through a first clutch C1; based on the two modes, different transmission schemes are formed, the transmission schemes are convenient to select and use in the actual use process, and the transmission schemes which are more suitable for different vehicle types can be selected.

When the front input shaft Z1 is directly connected with the rear input shaft Z2, an additional clutch is added in the first transmission mechanism to select power transmission; such an arrangement primarily reduces the use of synchronizer S1; the integrity of the input shaft is ensured.

When the first clutch C1 is used to connect the front input shaft Z1 and the rear input shaft Z2, the transmission embodiment of the present utility model is increased because the first clutch C1 has the capability of selecting whether power is transmitted, and meanwhile, the arrangement of transmission mechanism components such as a reverse idler wheel and a reverse idler wheel shaft can be reduced better by matching with the transmission of power by the planetary gear mechanism S and the fourth clutch B1, so that the use of transmission components is reduced to a certain extent, and the placement arrangement of each component in the transmission structure is optimized.

In addition, in the utility model, the front input shaft Z1 and the output shaft Z4 and the rear input shaft Z2 and the output shaft Z4 are connected through a transmission mechanism; the transmission mechanism is mainly used for realizing the transmission of power between the output shaft Z4 and the input shaft and the transmission of power to one side of the driving wheel.

Specifically, the transmission mechanism comprises a front transmission mechanism and a rear transmission mechanism; in the utility model, the front input shaft Z1 is connected with the output shaft Z4 through a front transmission mechanism; the rear transmission mechanism comprises a first transmission mechanism; the rear input shaft Z2 is connected with an output shaft Z4 through a first transmission mechanism; the utility model can realize the transmission of the power from the front input shaft Z1 to the output shaft Z4 by arranging the front transmission mechanism, and can realize the transmission of the power from the rear input shaft Z2 to the output shaft Z4 by arranging the rear transmission mechanism.

Specifically, the front transmission mechanism comprises a first front transmission gear, a second front transmission gear and a front transmission clutch; the first front transmission gear is arranged on the front input shaft Z1; the second front transmission gear is arranged on the output shaft Z4; the first front transmission gear is meshed with the second front transmission gear, and the arrangement can realize power transmission between the first front transmission gear and the second front transmission gear; and the control of power transmission can be realized through the arrangement of the front transmission clutch.

In actual design, the connection modes of the first front transmission gear, the front transmission clutch and the second front transmission gear have various matching relations; specifically, the method comprises the following steps; the front input shaft Z1 is directly connected with the first front transmission gear or is connected with the first front transmission gear through a front transmission clutch; the output shaft Z4 is directly connected with the second front transmission gear or is connected with the second front transmission gear through a front transmission clutch; through the design, the selection of the power transmission mode between the front input shaft Z1 and the output shaft Z4 can be realized.

The following embodiments are provided:

The first front transmission gear is connected with a front input shaft Z1 through a front transmission clutch, and the second front transmission gear is fixedly connected with an output shaft Z4;

In the second scheme, a first front transmission gear is fixedly connected with a front input shaft Z1, and a second front transmission gear is connected with an output shaft Z4 through a front transmission clutch.

The two schemes are conventional transmission schemes; further embodiments are possible, for example, a first front drive gear being connected to the front input shaft Z1 via a front drive clutch, and a second front drive gear being connected to the output shaft Z4 via a front drive clutch.

Of course, the first front transmission gear is connected with the front input shaft Z1, and the second front transmission gear is connected with the output shaft Z4; although such a connection method can realize power transmission, it is not generally adopted in practical use because of the lack of a disconnecting member.

In addition, in the utility model, the first transmission mechanism comprises a first rear transmission gear and a second rear transmission gear; the first rear transmission gear is connected to the rear input shaft Z2; the second rear transmission gear is connected to the output shaft Z4; the first transmission gear and the second transmission gear are arranged opposite to each other; the utility model can realize the power transmission between the rear input shaft Z2 and the output shaft Z4 through the cooperation of the first rear transmission gear and the second rear transmission gear.

In actual implementation; the number and the structure of the first transmission mechanisms are selected according to the needs; typically at least one set of first transmission mechanism is provided; the first transmission mechanism can realize one-gear transmission and reverse transmission of the whole vehicle.

Further, in the present utility model, the multi-shaft transmission structure includes two of the front transmission mechanisms; the two front transmission mechanisms are respectively a second transmission mechanism and a third transmission mechanism; the front input shaft Z1 is connected with an output shaft Z4 through a second transmission mechanism and a third transmission mechanism at the same time; the second transmission mechanism and the third transmission mechanism are mainly used for realizing two-gear transmission and three-gear transmission of the whole vehicle; the second transmission mechanism comprises a first gear G1, a second gear G2 and a second clutch C2; the first gear G1 is arranged on the front input shaft Z1; the second gear G2 is arranged on the output shaft Z4; the front input shaft Z1 is directly connected with the first gear G1 or is connected with the front input shaft through a second clutch C2; the output shaft Z4 is directly connected with the second gear G2 or is connected with the second clutch C2 through the second clutch; the first gear G1 is meshed with the second gear G2; the third transmission mechanism comprises a third gear G3, a fourth gear G4 and a third clutch C3; the third gear G3 is arranged on the front input shaft Z1; the fourth gear G4 is arranged on the output shaft Z4; the front input shaft Z1 is directly connected with the third gear G3 or is connected with the third gear G3 through a third clutch C3; the output shaft Z4 is directly connected with the fourth gear G4 or is connected with the fourth gear G4 through a third clutch C3; the third gear G3 is meshed with the fourth gear G4; the first gear G1 and the third gear G3 are different designations in which the first front drive gear is disposed at different positions; the number of teeth of the first gear G1 and the third gear G3 is selected according to the requirement; the second gear G2 and the fourth gear G4 are different names of the second front transmission gear arranged at different positions, and the number of teeth of the third gear G3 and the fourth gear G4 are selected according to the needs; the second clutch C2 and the third clutch C3 are all the front transmission clutches, and are mainly used for realizing the selection of power transmission; based on the selection; the transmission structure disclosed by the utility model realizes power transmission of two gears and three gears.

Further, in the present utility model, the rear input shaft Z2 is connected to the output shaft Z4 through at least one of the first transmission mechanisms; the utility model is provided with a first transmission mechanism for realizing the transmission of power between the rear input shaft Z2 and the output shaft Z4; in actual design, at least one first transmission mechanism is arranged; when the first transmission mechanism is arranged, the first transmission mechanism can realize the first gear transmission and the reverse gear transmission of the transmission structure; meanwhile, the first gear transmission and the reverse gear transmission can be normally realized when a first transmission mechanism is arranged for convenience; the rear input shaft Z2 is connected with the input shaft by matching with the planetary gear mechanism S; by the arrangement, the gear set, the reverse idler G7 and the reverse idler shaft Z3 can be reduced while the first-gear transmission and the reverse transmission are normally realized.

Specifically, in the present utility model, the first clutch C1 is connected to the rear input shaft Z2 through a planetary gear mechanism S, and the planetary gear mechanism S is connected to a fourth clutch B1; the present utility model is based on such a design; in order to realize normal power transmission, the clutch outer hub of the first clutch C1 is required to be connected to the front input shaft Z1, the clutch inner hub is required to be connected to the rear input shaft Z2, and when the clutch inner hub and the outer hub are matched and are matched with corresponding clutch plates to realize combination, the corresponding rear input shaft Z2 transmits power to the output shaft Z4 through a first transmission mechanism, so that one-gear transmission of the transmission structure is realized; meanwhile, in actual design, the clutch outer hub outer ring part of the first clutch C1 is required to be designed into a gear ring structure; in a subsequent use, also serves as an outer ring of the planetary gear mechanism S; the planetary gear mechanism is mainly used for being meshed with a planetary gear in the planetary gear mechanism S; and the planet carrier in the planet wheel mechanism S is connected with the rear input shaft Z2, based on the arrangement; under the condition that the first clutch C1 is not combined, under the control of the fourth clutch B1, the planetary gear mechanism S and the clutch outer hub of the first clutch C1 are combined with each other, so that power is transmitted from the front input shaft Z1 to the rear input shaft Z2, and then the power is transmitted to the output shaft Z4 through the first transmission mechanism; meanwhile, because of the arrangement of the planetary gear mechanism S, the transmission direction of power is changed, so that reverse gear transmission in the design of the utility model can be realized.

Based on the above design, and combining the whole text, the clutches of the present utility model, whether the first clutch C1, the second clutch C2, the third clutch C3 and the fourth clutch B1 and other positions, comprise a clutch outer hub, a clutch inner hub and clutch plates; the clutch combination belongs to the prior art, and is not described in detail herein, and the main difference between the clutch combination and the prior art is that the clutch outer hub of the first clutch C1 needs to design an inner gear ring structure according to the requirement, so that the inner gear ring structure can serve as the gear ring structure in the planetary gear mechanism S; meanwhile, the outer hub of the clutch is designed into an inner gear ring structure, which is also in the prior art; the utility model mainly adopts different clutch structures in different embodiments, thereby achieving the corresponding driving transmission purpose.

Further, in the present utility model, a control mechanism is disposed on the output shaft Z4, and the control mechanism includes a synchronizer S1 disposed on the output shaft Z4; the synchronizer S1 can be meshed with a second rear transmission gear in the first transmission mechanism; the synchronizer S1 is fixedly connected to the output shaft Z4, and the synchronizer S1 is mainly used for controlling a second rear transmission gear in the first transmission mechanism to realize power transmission, so that different gear transmission effects are formed; in the utility model, when the control mechanism is required to be arranged, two first transmission mechanisms are generally required to be arranged between the rear input shaft Z2 and the output shaft Z4; the synchronizer S1 is arranged at a position between the second rear transmission gears in the two first transmission mechanisms, and based on the design, the combination of the synchronizer S1 and the corresponding second rear transmission gears is controlled to realize the 1-gear transmission and the reverse gear transmission required by the utility model.

When two first transmission mechanisms are arranged, one first transmission mechanism comprises a fifth gear G5 and a sixth gear G6, the fifth gear G5 is connected to the rear input shaft Z2, and the sixth gear G6 is connected to the output shaft Z4; and the other first transmission mechanism comprises an eighth gear G8 and a ninth gear G9; the eighth gear G8 is connected to the rear input shaft Z2, and the ninth gear G9 is connected to the output shaft Z4; the synchronizer S1 is disposed at a position between the sixth gear G6 and the ninth gear G9.

In addition, the multi-shaft transmission structure further comprises a reverse gear idler shaft Z3; the reverse idler shaft Z3 is provided with a reverse idler G7; through the arrangement of the reverse idler G7, the power output direction is conveniently changed, and reverse transmission of a transmission structure is realized; the reverse idler is of the prior art and will not be discussed here in terms of construction and content.

The parallel shaft type multi-gear automatic transmission comprises an input mechanism, wherein the input mechanism is connected with the multi-shaft transmission structure; the multi-shaft transmission structure is connected with a front axle of the vehicle through a speed reducing mechanism; the multi-gear automatic transmission disclosed by the utility model realizes power transmission by adopting a mode of combining a multi-gear and a clutch, can realize short starting response time and low idle speed, can realize low-speed stable running of the whole vehicle, and can realize automatic back and forth gear shifting in a high-low speed ratio region without stopping.

The input mechanism can be connected with the engine to realize the transmission of input power to the transmission; the multi-shaft transmission structure is connected with the front axle of the vehicle through a speed reducing mechanism; the speed reducing mechanism is arranged, so that the power output of the transmission can be realized; and the power is transmitted to the driving wheels.

Further, in the utility model, the input mechanism comprises a front driven gear Q4 arranged on the front input shaft Z1, and the front driven gear Q4 is connected with a front driving damping gear; the front driving damping gear is connected with a front driven gear Q4 through a front idler wheel group; the front driven gear Q4, the driving damping gear and the front idler wheel group are matched for use, so that the power of the engine is input to the transmission; meanwhile, the damper unit in the front driving damping gear can be a torsional damper, a hydraulic torque converter or a dual-mass flywheel and gear combination, and the damper unit adopts a torsional damper structure.

The front idler pulley group comprises a front idler pulley Q2 and a front idler pulley Q3; the arrangement facilitates the connection between the driving shock absorption gear and the front driven gear Q4; in addition, the connection manner of the reverse idler gear and the associated gear belongs to the prior art, and is not repeated here.

Further, in the multi-shaft transmission structure, a front input shaft Z1 is connected with an oil pump L4 control mechanism; the oil pump L4 control mechanism comprises an oil pump L4 connected to a front input shaft Z1, and the oil pump L4 is connected with a front transmission clutch, a fourth clutch B1 and a first clutch C1 in a multi-shaft transmission structure; according to the utility model, the front input shaft Z1 rotates to drive the oil pump L4 to run, so that the driving control of the front transmission clutch, the fourth clutch B1 and the first clutch C1 is realized.

In actual implementation, the method comprises the following steps: the driving sprocket L1 is connected with the front input shaft Z1 through a key slot, the rotating speed on the front input shaft Z1 is transmitted to the driven sprocket L3 through a chain L2, and the driven sprocket L3 is connected with the oil pump L4 through a spline, so that the oil pump L4 is driven to provide hydraulic oil for the valve body system, and then the hydraulic oil is distributed to various oil ways such as a clutch system, a lubrication system and the like through the valve body system; and the use control of each clutch is realized.

The specific embodiment is as follows:

Example 1:

The utility model discloses a parallel shaft type multi-gear automatic transmission, which adopts a multi-gear transmission and clutch combination, can realize short starting response time and low idle speed, can realize low-speed stable running of the whole vehicle in the running state, can realize automatic back and forth gear shifting in a high-low speed ratio region without stopping, has high transmission efficiency and high stability and strong bearing capacity, can effectively solve the problem of impact load of a wheel end, and reduces the use cost of a customer.

And through the arrangement of multiple shafts, the problem of overlarge diameter of a single shaft can be effectively avoided, the radial length of the transmission is shortened, and the problem of insufficient radial space of the whole vehicle is solved.

The technical scheme adopted by the utility model is as follows: a parallel shaft type multi-gear automatic transmission comprises the following main components: a front driving vibration reduction gear Q1; leading a first idler Q2; leading a second idler Q3; a front driven gear Q4; a front input shaft Z1; a rear input shaft Z2; a reverse idler shaft Z3; an output shaft Z4; a second clutch C2 (corresponding to the D2 range clutch assembly); a first gear G1 (corresponding to a D2-range driving gear); a second gear G2 (corresponding to a D2 range driven gear); a third clutch C3 (corresponding to the D3 range clutch assembly); a third gear G3 (corresponding to a D3 gear drive gear); a fourth gear G4 (corresponding to a D3 range driven gear); a drive sprocket L1; a chain L2; a driven sprocket L3; an oil pump L4; a first clutch C1 (equivalent to a 1/R-range starting clutch assembly); a fifth gear G5 (corresponding to the D1 driving gear); a sixth gear G6 (corresponding to a D1-range driven gear); reverse idler G7; an eighth gear G8 (corresponding to a reverse drive gear); a ninth gear G9 (corresponding to a reverse driven gear); synchronizer S1 (corresponding to 1/R stage synchronizer S1); tenth gear G10 (corresponding to a primary reduction drive gear); an eleventh gear G11 (corresponding to a first-stage reduction driven gear); a twelfth gear G12 (equivalent to a two-stage reduction drive gear); thirteenth gear G13 (equivalent to a two-stage reduction driven gear); a reduction gear shaft (equivalent to the secondary reduction gear shaft Z5); fourteenth gear G14 (corresponding to a rear axle secondary gear); a rear axle secondary gear shaft Z6; fifteenth gear G15 (corresponding to a rear axle reversing drive gear); sixteenth gear G16 (corresponding to the rear axle reversing driven gear) is shown in detail in fig. 1.

The power is input from the engine to the front driving vibration reduction gear Q1, and the front driving vibration reduction gear Q1 may be connected in the form of a spline or a flange, and has a vibration reduction function unit.

In actual use, the vibration-filtered power is transmitted to the front driven gear Q4 through the front driving vibration reduction gear Q1, and the front idle gear Q2 and the front idle gear Q3. The main purpose of the input mechanism arrangement is to transfer power from the engine output shaft Z4 to the primary input shaft Z1.

The front driven gear Q4 is connected with the front input shaft Z1 in a spline manner; the input mechanism is not limited to pure gear transmission, and can also adopt a chain L2 or belt pulley and gear two-stage transmission mode, and the scheme adopts gear transmission preferentially mainly considering the factors of high transmission efficiency, high reliability, low lubrication requirement and the like.

The D2 gear clutch assembly is a second clutch C2; the D3 gear clutch assembly is a third clutch C3 and the 1/R gear starting clutch assembly is a first clutch C1 which is composed of a clutch outer hub and a clutch inner hub, and a clutch plate group is added, when hydraulic oil is not filled in a piston cavity, the clutch plate group is not pressed at the moment, and a gap of 1-2mm exists, the outer hub and the inner hub can relatively not influence rotation at the moment, namely, are in an uncombined state; when the piston cavity is filled with hydraulic oil, the clutch plate group is pressed, namely, the clutch plate group is in a combined state, and the outer hub and the inner hub are fixedly connected together and synchronously rotate.

Only when the input torque exceeds the set torque value of the clutch system, the clutch can slip, so that the whole system can be protected from overload, and the clutch can be better suitable for the common reverse impact working condition of the wheel end of the multifunctional vehicle.

The outer hub of the D2 gear clutch assembly (the second clutch C2) is connected with the front input shaft Z1 through a spline, and the inner hub is fixed with the first gear G1 through a welding mode; the first gear G1 is in supporting contact with the front input shaft Z1 through a needle bearing, and the first gear G1 and the front input shaft Z1 can rotate relatively; the first gear G1 and the second gear G2 are a pair of constant mesh gears, and for this purpose, the second gear G2 and the output shaft Z4 are fixed together by a spline manner.

The outer hub of the D3 gear clutch assembly (the third clutch C3) is connected with the output shaft Z4 through a spline, and the inner hub is fixed with the fourth gear G4 through a welding mode; the fourth gear G4 is supported and contacted with the output shaft Z4 through a needle bearing, and the fourth gear G4 and the output shaft Z4 can rotate relatively; the third gear G3 and the fourth gear G4 are a pair of constant meshed gears, and are forward 3-gear sets, and the third gear G3 and the front input shaft Z1 are fixed together in a spline mode.

The outer hub of the 1/R gear starting clutch assembly (the first clutch C1) is connected with the rear input shaft Z2 through a spline, the inner hub is connected with the front input shaft Z1 through a spline mode, and the front input shaft Z1 and the rear input shaft Z2 are separated through a needle bearing supporting mode and can rotate relatively and independently.

The fifth gear G5 is connected with the rear input shaft Z2 through a spline; the fifth gear G5 and the sixth gear G6 are a pair of normally meshed gears, and are a forward 1-gear set in the scheme, and the sixth gear G6 and the output shaft Z4 are supported and contacted through needle bearings and can rotate relatively.

The eighth gear G8 is spline-connected to the rear input shaft Z2. The eighth gear G8 and the seventh gear, the seventh gear and the ninth gear G9 are two pairs of constant meshed gears, and the reverse gear set is characterized in that the seventh gear and the reverse gear idler shaft Z3 can rotate relatively, the ninth gear G9 and the output shaft Z4 are supported and contacted through needle bearings and can rotate relatively, a large gap exists between the eighth gear G8 and the ninth gear G9, and the eighth gear G8 and the ninth gear G9 are not in direct contact.

The synchronizer S1 is a 1/R gear synchronizer S1; in the scheme, the sliding sleeve type synchronizer S1 is arranged on the output shaft Z4, the shifting fork is used for sliding left and right to control the 1/R gear synchronizer S1 to move to two sides for combination, and when the synchronizer S1 moves to the left as shown in the attached drawing 1, the sixth gear G6 is connected with the output shaft Z4 through the synchronizer S1 to rotate together.

When the synchronizer S1 moves to the right, the ninth gear G9 rotates together with the output shaft Z4 through the synchronizer S1.

When none of the first clutch C1, the second clutch C2, and the third clutch C3 is engaged, the power is not transmitted to the output shaft Z4 in the neutral state at this time, and the power is in the neutral state at this time.

When only the first clutch C1 (the first clutch C1 is also a 1/R gear starting clutch assembly) is combined, and the second clutch C2 and the third clutch C3 are not combined, and the 1/R gear synchronizer S1 is positioned on the right side and is tightly attached to the ninth gear G9, power can be transmitted to the output shaft Z4 through a reverse gear constant-engagement gear set at the moment, and the reverse gear is at the moment;

When only the first clutch C1 is combined and the second clutch C2 and the third clutch C3 are not combined, and the 1/R gear synchronizer S1 is positioned on the left side and is tightly attached to the sixth gear G6, power can be transmitted to the output shaft Z4 through the forward 1-gear constant-engagement gear set, and the forward 1-gear is adopted at the moment;

When only the second clutch C2 is engaged, and the first clutch C1 and the third clutch C3 are not engaged.

The position of the 1/R gear synchronizer S1 is not limited, and the position of the synchronizer S1 is not moved when the gear is advanced by default. At the moment, the power can be transmitted to the output shaft Z4 through the forward 2-gear constant-meshed gear set, and the forward 2-gear is adopted at the moment;

When only the third clutch C3 is engaged, and the first clutch C1 and the second clutch C2 are not engaged. The position of the 1/R gear synchronizer S1 is not limited, and the position of the synchronizer S1 is not moved when the gear is advanced by default. At this time, power can be transmitted to the output shaft Z4 through the forward 3-speed constant mesh gear set, which is forward 3-speed at this time. The transmission path diagram of each gear can be seen in the attached drawings;

The driving sprocket L1 is connected with the front input shaft Z1 through a key slot, the rotating speed on the front input shaft Z1 is transmitted to the driven sprocket L3 through a chain L2, and the driven sprocket L3 is connected with the oil pump L4 through a spline, so that the oil pump L4 is driven to provide hydraulic oil for a valve body system, and then the hydraulic oil is distributed to various oil ways such as a clutch system, a lubrication system and the like through the valve body;

the tenth gear G10 (actually, the tenth gear G10 corresponds to the primary reduction driving gear) is connected to the output shaft Z4 by a spline or an integrated process, and the tenth gear G10 and the eleventh gear G11 (the eleventh gear G11 corresponds to the primary reduction driven gear) are a pair of constant-mesh gear sets, and the eleventh gear G11 and the secondary reduction gear shaft Z5 are connected by a spline.

The twelfth gear G12 (the twelfth gear G12 corresponds to the secondary reduction driving gear) is connected with the secondary reduction gear shaft Z5 through a spline or an integrated processing manner, and the twelfth gear G12 and the thirteenth gear G13 (the thirteenth gear G13 corresponds to the secondary reduction driven gear) are a pair of constant mesh gear sets; the thirteenth gear G13 is connected to the two rear wheel axle shafts of the vehicle by means of splines + snap ring grooves.

The thirteenth gear G13 may be a common gear without a differential function, a common differential assembly, or a differential gear with a locking function.

The thirteenth gear G13 corresponds to an idler gear which is output to a front axle of the vehicle, the thirteenth gear G13 and the rear axle secondary gear shaft Z6 are a pair of intermeshing gears, and power from the first power transmission mechanism is finally output to the front axle of the utility vehicle in a reversing manner through a pair of intermeshing bevel gears, subject to arrangement space.

The damper unit in the front driving vibration damping gear Q1 can be a torsional damper, a hydraulic torque converter or a dual-mass flywheel and gear combination, and the scheme adopts a torsional damper structure;

Example 2:

In embodiment 2, the main body structure is substantially the same as that of embodiment 1; the difference is that the third gear G3 in the first embodiment is fixedly connected with the front input shaft Z1, and the fourth gear G4 is connected with the output shaft Z4 through the third clutch C3; in the present embodiment, the third gear G3 is required to be connected to the front input shaft Z1 through the third clutch C3, and the fourth gear G4 is fixedly connected to the output shaft Z4; in particular to the figure.

Example 3;

In embodiment 3, the main body structure is substantially the same as that of embodiment 1; the difference is that the first gear G1 in the first embodiment is connected with the front input shaft Z1 through the second clutch C2, and the second gear G2 is fixedly connected with the output shaft Z4; in the present embodiment, however, the first gear G1 is required to be fixedly connected to the front input shaft Z1, and the second gear G2 is required to be connected to the output shaft Z4 through the third clutch C3; in particular to the figure.

Example 4:

Example 4 compares to example 1;

Mainly, the front input shaft Z1 is directly connected with the rear input shaft Z2, two first transmission mechanisms are arranged, and the synchronizer S1 is canceled; the second rear transmission gear in the first transmission mechanism is connected to the output shaft Z4 through a clutch respectively, and the selection of the power transmission of the 1 st gear and the reverse gear is realized through the combination of the corresponding clutches; in particular to the figure.

Example 5:

Example 5 compares to example 1;

the planetary gear mechanism S and the fourth clutch B1 are mainly added, the synchronizer S1 is eliminated, and only one first transmission mechanism is arranged; the clutch outer hub of the first clutch C1 is designed into an outer tooth structure; when the reverse gear power transmission device is used subsequently, the 1-gear power transmission is realized through the combination of the first clutch C1, the first clutch C1 is not combined, the fourth clutch B1 controls the corresponding planet wheel in the planet wheel mechanism S to be combined with the clutch outer hub in the first clutch C1, the output of the power from the planet carrier is realized, the power is finally transmitted to the rear input shaft Z2 through the planet carrier, and the power is finally transmitted to the output shaft Z4 through the first transmission mechanism, so that the output of the reverse gear power is realized; in particular to the figure.

It is obvious that the specific implementation of the present utility model is not limited by the above-mentioned modes, and that it is within the scope of protection of the present utility model only to adopt various insubstantial modifications made by the method conception and technical scheme of the present utility model.

Claims (10)

1. A multi-shaft transmission structure for a transmission is characterized by comprising an output shaft and an input shaft; the input shaft comprises a front input shaft and a rear input shaft;

the front input shaft and the rear input shaft are coaxially arranged;

The input shaft and the output shaft are distributed in parallel at intervals;

the front input shaft is directly connected with the rear input shaft or connected through a first clutch;

The front input shaft is connected with the output shaft through a transmission mechanism.

2. A multi-shaft transmission structure for a transmission according to claim 1, wherein,

The transmission mechanism comprises a front transmission mechanism and a rear transmission mechanism;

the front input shaft is connected with the output shaft through a front transmission mechanism;

The front transmission mechanism comprises a first front transmission gear, a second front transmission gear and a front transmission clutch; the first front transmission gear is arranged on the front input shaft; the second front transmission gear is arranged on the output shaft;

The front input shaft is directly connected with the first front transmission gear or is connected with the first front transmission gear through a front transmission clutch;

the output shaft is directly connected with the second front transmission gear or is connected with the second front transmission gear through a front transmission clutch;

the rear transmission mechanism comprises a first transmission mechanism;

the rear input shaft is connected with the output shaft through a first transmission mechanism;

the first transmission mechanism comprises a first rear transmission gear and a second rear transmission gear;

The first rear transmission gear is connected to the rear input shaft; the second rear transmission gear is connected to the output shaft; the first rear transmission gear and the second rear transmission gear are oppositely arranged.

3. A multi-shaft drive structure for a transmission according to claim 2, wherein said multi-shaft drive structure includes two of said front drive mechanisms; the two front transmission mechanisms are respectively a second transmission mechanism and a third transmission mechanism; the front input shaft is connected with the output shaft through the second transmission mechanism and the third transmission mechanism.

4. A multi-shaft transmission structure for a transmission according to claim 2, wherein said rear input shaft is connected to an output shaft through at least one of said first transmission mechanisms.

5. The multi-shaft transmission structure for a transmission according to claim 4, wherein the first clutch is connected to the rear input shaft through a planetary gear mechanism to which a fourth clutch is connected.

6. The multi-shaft transmission structure for a transmission according to claim 4, wherein a control mechanism is provided on the output shaft, the control mechanism including a synchronizer provided on the output shaft; the synchronizer may be engaged with a second rear drive gear in the first drive.

7. The multi-shaft drive structure for a transmission of claim 2, further comprising a reverse idler shaft; and the reverse gear idler wheel shaft is provided with a reverse gear idler wheel.

8. A parallel shaft type multi-gear automatic transmission comprising an input mechanism to which a multi-shaft transmission structure for a transmission according to any one of claims 1 to 7 is connected; the multi-shaft transmission structure for the transmission is connected with a front axle of the vehicle through a speed reducing mechanism.

9. The parallel shaft type multi-gear automatic transmission according to claim 8, wherein the input mechanism comprises a front driven gear provided on a front input shaft, and the front driven gear is connected with a front driving damper gear; the front driving damping gear is connected with the front driven gear through a front idler wheel group.

10. The parallel shaft type multi-gear automatic transmission according to claim 8, wherein a front input shaft in the multi-shaft transmission structure is connected with an oil pump driving mechanism; the oil pump driving mechanism comprises an oil pump connected to the front input shaft, and the oil pump is connected with a front transmission clutch, a fourth clutch and a first clutch in the multi-shaft transmission structure.