CN220910380U - Multi-gear hydraulic gearbox - Google Patents

Abstract

The utility model relates to a multi-gear hydraulic gearbox, which comprises a box part a, an operating part b, a torque converter part I, an input part II, a KV clutch part III, a KR/2 clutch part IV, a K3/4 clutch part V, an idler part VI, an intermediate shaft part VII, a K1 clutch part VIII and an output part IX which are all arranged in the box of the box part a; the control part b comprises a control valve and a hydraulic oil circuit system which are arranged on the box body; according to the utility model, gear shifting is realized through the combination of the clutch, the operation of the clutch is controlled through the control valve, the gear shifting process is easy to realize, the labor intensity of operators is reduced, the working efficiency is improved, and the intelligent and remote control can be realized through the electrohydraulic control system. The utility model has 6 forward gears, 3 reverse gears, 1 neutral gear and 2 power take-off ports indirectly connected with the engine for selection, and can be used in a wide range under various working conditions.

Description

Multi-gear hydraulic gearbox

Technical Field

The utility model relates to a double-change-in-one multi-gear hydraulic gearbox which is hydraulically controlled and consists of a hydraulic torque converter and a multi-power gear shifting box, and belongs to the technical field of power transmission.

Background

In the existing hydraulic gearboxes of the same type, an independent hydraulic torque converter and an independent power gear shifting box are generally combined for use, and power transmission between the independent hydraulic torque converter and the independent power gear shifting box is required to be connected by a transmission shaft, so that the whole vehicle is generally large in framework and is large in structure; the total weight of the independent hydraulic torque converter, the power gear shifting box and the additional accessories is far larger than that of a single double-change-in-one multi-gear hydraulic gearbox, so that the weight reduction is not facilitated, the energy loss is increased, and the economy is poor; the existing transmission scheme of the power-added gear shifting box of the hydraulic torque converter is characterized in that two independent transmission devices exist, the arrangement is complicated, an additional accessory in the middle is added, and the reliability and the economy of transmission are reduced.

Disclosure of utility model

In order to solve the technical problems, the utility model aims to provide the multi-gear hydraulic gearbox which is compact in structure, reasonable in overall arrangement, low in use cost, efficient and energy-saving, and not only simplifies a transmission connection structure.

In order to achieve the above object, the present utility model adopts the following technical scheme:

A multi-gear hydraulic gearbox comprises a box part a, an operating part b, a torque converter part I, an input part II, a KV clutch part III, a KR/2 clutch part IV, a K3/4 clutch part V, an idler part VI, an intermediate shaft part VII, a K1 clutch part VIII and an output part IX which are all arranged in the box of the box part a; the control part b comprises a control valve and a hydraulic oil circuit system which are arranged on the box body;

the torque converter component I comprises a torque converter, a torque converter output shaft, a diaphragm for connecting an engine and the torque converter and a pump wheel gear fixed with the torque converter;

The input component II comprises an input shaft fixedly connected with the output shaft of the torque converter and an input gear fixed on the input shaft;

The KV clutch component III comprises a KV shaft, a KV gear and a KV clutch, wherein the KV gear and the KV clutch are arranged on the KV shaft, the KV gear is meshed with the input gear and is in transmission or skidding with the KV shaft through the KV clutch, and a KV clutch housing gear is further fixed on the KV shaft and positioned on the right side of the KV clutch;

the KR/2 clutch component IV comprises a KR/2 shaft, a KR gear arranged on the KR/2 shaft, a KR clutch, a KR/2 clutch housing gear and a K2 clutch, wherein the KR gear is meshed with the input gear and is in transmission or slipping with the KR/2 shaft through the KR clutch, and the KR/2 clutch housing gear is fixed with the KR/2 shaft and is meshed with the KV clutch housing gear;

The K3/4 clutch component V comprises a K3/4 shaft, a K4 gear arranged on the K3/4 shaft, a K4 clutch, a K3/4 clutch housing gear and a K3 clutch, wherein the K3/4 clutch housing gear is fixed with the K3/4 shaft and meshed with the KR/2 clutch housing gear;

The idler wheel component VI comprises an idler wheel shaft and an idler wheel which is arranged on the idler wheel shaft and meshed with the K4 gear and the KV gear respectively; the intermediate shaft component VII comprises an intermediate shaft fixedly connected with the KV shaft and an intermediate gear fixedly connected with the intermediate shaft;

The K1 clutch component VIII comprises a K1 shaft, a K1 clutch shell gear, a K1 clutch and a K1 gear, wherein the K1 clutch shell gear, the K1 clutch and the K1 gear are arranged on the K1 shaft, the K1 gear is meshed with an intermediate gear and is in transmission or slipping with the K1 shaft through the K1 clutch, and the K1 shaft is in transmission or slipping with the KR/2 shaft through the K2 clutch;

The output part comprises an output shaft and an output gear which is fixed on the output shaft and meshed with the K1 clutch shell gear, and the output shaft is in transmission or slipping with the K3/4 shaft through a K3 clutch.

As a preferable scheme: the oil pump power take-off device comprises an oil pump power take-off part, a lubricating oil pump, a motor and a motor, wherein the oil pump power take-off part comprises an oil pump power take-off shaft, an oil pump power take-off gear which is meshed with the pump wheel gear and fixedly connected with the oil pump power take-off shaft, and the oil pump power take-off shaft is fixedly connected with the oil pump power take-off shaft and supported on a box body through a bearing.

As a preferable scheme: the oil pump is characterized by further comprising a force taking component XI, wherein the force taking component XI comprises a force taking shaft I and a force taking gear I which is meshed with the oil pump force taking gear and fixedly connected with the force taking shaft I, and the force taking shaft I is supported on the box body through a bearing.

As a preferable scheme: the oil pump power take-off device further comprises a power take-off part II I, wherein the power take-off part II comprises a power take-off shaft II, and a power take-off gear II which is meshed with the oil pump power take-off gear and fixedly connected with the power take-off shaft II, and the power take-off shaft II is supported on the box body through a bearing.

As a preferable scheme: the input shaft, the KV shaft, the KR/2 shaft, the K3/4 shaft, the idler shaft, the intermediate shaft, the K1 shaft and the output shaft are respectively supported on the box body through respective bearings.

As a preferable scheme: the KV clutch, the KR clutch, the K2 clutch, the K4 clutch, the K3 clutch and the K1 clutch are respectively wet multi-plate friction clutches with the same structure.

As a preferable scheme: the control part mainly selects control valves combined with a KV clutch, a KR clutch, a K2 clutch, a K4 clutch, a K3 clutch and a K1 clutch.

Compared with the prior art, the utility model has the beneficial effects that:

The utility model realizes gear shifting through the combination of the wet clutch, the work of the clutch is controlled by the control valve, the gear shifting process is easy to realize, the labor intensity of operators is lightened, the working efficiency is improved, and the intelligent and remote control can be realized through the electrohydraulic control system. The utility model has 6 forward gears, 3 reverse gears, 1 neutral gear and 2 power take-off ports indirectly connected with the engine for selection, and can be used in a wide range under various working conditions.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application.

FIG. 1 is a schematic diagram of a transmission structure of the present utility model;

fig. 2 is a schematic structural view of the manipulating member of the present utility model.

Detailed Description

It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the application. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

Furthermore, in the description of the present utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "clockwise," "counterclockwise," etc. indicate or are based on the orientation or positional relationship shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality" is two or more, unless otherwise clearly defined.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

The utility model is further illustrated by the following examples in conjunction with the accompanying drawings:

As shown in fig. 1 and 2, a multi-speed hydraulic transmission includes a housing part a, a steering part b, and a torque converter part i, an input part ii, a KV clutch part iii, a KR/2 clutch part iv, a K3/4 clutch part v, an idler part vi, an intermediate shaft part vii, a K1 clutch part viii, an output part ix all mounted within a housing 30 of the housing part a; the operating part b comprises an operating valve 31 arranged on the box body 30 and a hydraulic oil circuit system;

The torque converter part I includes a torque converter 33, a torque converter output shaft 17, a diaphragm 32 for connecting the engine and the torque converter 33, and a pump gear 1 fixed to the torque converter 33; the input component II comprises an input shaft 22 fixedly connected with the torque converter output shaft 17 and an input gear 2 fixed on the input shaft 22; the KV clutch component III comprises a KV shaft 23, a KV gear 3 and a KV clutch 34, wherein the KV gear 3 and the input gear 2 are meshed, the KV gear is in transmission or skidding with the KV shaft 23 through the KV clutch 34, and a KV clutch housing gear 4 is further fixed on the KV shaft 23 and positioned on the right side of the KV clutch 34; the KR/2 clutch part IV comprises a KR/2 shaft 25, a KR gear 6 arranged on the KR/2 shaft 25, a KR clutch 36, a KR/2 clutch housing gear 7 and a K2 clutch 35, wherein the KR gear 6 is meshed with the input gear 2 and is driven or slipped with the KR/2 shaft 25 through the KR clutch 36, and the KR/2 clutch housing gear 7 is fixed with the KR/2 shaft 25 and is meshed with the KV clutch housing gear 4; the K3/4 clutch part V comprises a K3/4 shaft 27, a K4 gear 10 arranged on the K3/4 shaft 27, a K4 clutch 38, a K3/4 clutch housing gear 11 and a K3 clutch 37, wherein the K3/4 clutch housing gear 11 is fixed with the K3/4 shaft 27 and meshed with the KR/2 clutch housing gear 7; the idler wheel component VI comprises an idler wheel shaft 29 and an idler wheel 13 which is arranged on the idler wheel shaft 29 and meshed with the K4 gear 11 and the KV gear 3 respectively; the intermediate shaft component VII comprises an intermediate shaft 24 fixedly connected with the KV shaft 23 and an intermediate gear 5 fixedly connected with the intermediate shaft 24; the K1 clutch part VIII comprises a K1 shaft 26, a K1 clutch shell gear 8, a K1 clutch 39 and a K1 gear 9 which are arranged on the K1 shaft 26, wherein the K1 clutch shell gear 8 is fixed with the K1 shaft 26, the K1 gear 9 is meshed with the intermediate gear 5 and is in transmission or slipping with the K1 shaft 26 through the K1 clutch 39, and the K1 shaft 26 is in transmission or slipping with the KR/2 shaft 25 through the K2 clutch 35; the output member IX includes an output shaft 28, an output gear 12 fixed to the output shaft 28 and meshed with the K1 clutch housing gear 8, the output shaft 28 transmitting or slipping with the K3/4 shaft 27 through the K3 clutch 37.

The multi-gear hydraulic gearbox further comprises an oil pump power taking component X, wherein the oil pump power taking component X comprises an oil pump power taking shaft 19, an oil pump power taking gear 14 meshed with the pump wheel gear 1 and fixedly connected with the oil pump power taking shaft 19, and a lubricating oil pump 18 fixedly connected with the oil pump power taking shaft 19, and the oil pump power taking shaft 19 is supported on the box body 30 through a bearing.

The multi-gear hydraulic gearbox further comprises a power take-off part XI, wherein the power take-off part XI comprises a power take-off shaft I20 and a power take-off gear I15 which is meshed with the oil pump power take-off gear 14 and fixedly connected with the power take-off shaft I20, and the power take-off shaft I20 is supported on the box body 30 through a bearing.

The multi-gear hydraulic gearbox further comprises a power taking part II I, wherein the power taking part II I comprises a power taking shaft II 21, and a power taking gear II 16 which is meshed with the oil pump power taking gear 14 and fixedly connected with the power taking shaft II 21, and the power taking shaft II 21 is supported on the box body 30 through a bearing.

The input shaft 22, KV shaft 23, KR/2 shaft 25, K3/4 shaft 27, idler shaft 29, intermediate shaft 24, K1 shaft 26 and output shaft 28 are respectively supported on a box 30 through respective bearings.

The KV clutch 34, the KR clutch 36, the K2 clutch 35, the K4 clutch 38, the K3 clutch 37 and the K1 clutch 39 are respectively wet multi-plate friction clutches with the same structure.

The actuating element b mainly selects the actuating valve 31 which is combined with the KV clutch 34, the KR clutch 36, the K2 clutch 35, the K4 clutch 38, the K3 clutch 37 and the K1 clutch 39.

The power transmission path of each gear of the utility model is as follows:

Forward 1 st gear: the operating valve 31 controls the KV clutch 34 to be combined with the K1 clutch 39, power is input to the torque converter 33, and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KV gear 3, the KV clutch 33, the KV shaft 23, the intermediate shaft 24, the intermediate gear 5, the K1 gear 9, the K1 clutch 39, the K1 clutch housing gear 8, the K1 shaft 26 and the output gear 12 to be output to the output shaft 28.

Advancing for 2 steps: the operating valve 31 controls the K4 clutch 38 to be combined with the K1 clutch 39, power is input to the torque converter 33, and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KV gear 3, the idler gear 13, the idler shaft 29, the K4 gear 10, the K4 clutch 38, the K3/4 clutch housing tooth 11, the KR/2 clutch housing tooth 7, the KV clutch housing tooth 8, the KV shaft 23, the intermediate shaft 24, the intermediate gear 5, the K1 gear 9, the K1 clutch 39, the K1 clutch housing gear 8, the K1 shaft 26 and the output gear 12 and then to the output shaft 28.

Forward 3 rd gear: the operating valve 31 controls the KV clutch 34 to be combined with the K2 clutch 35, power is input to the torque converter 33, and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KV gear 3, the KV clutch 33, the KV shaft 23, the KV clutch housing gear 4, the KR/2 clutch housing gear 7, the K2 clutch 35, the K1 shaft 26, the K1 clutch housing gear 8 and the output gear 12 to be output to the output shaft 28.

Forward 4 th gear: the operating valve 31 controls the K4 clutch 38 to be combined with the K2 clutch 35, power is input to the torque converter 33, and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KV gear 3, the idler gear 13, the idler shaft 29, the K4 gear 10, the K4 clutch 38, the K3/4 clutch housing teeth 11, the KR/2 clutch housing teeth 7, the K2 clutch 35, the K1 shaft 26, the K1 clutch housing gear 8, the output gear 12 and then to the output shaft 28.

Forward 5 th gear: the operating valve 31 controls the KV clutch 34 to be combined with the K3 clutch 37, power is input to the torque converter 33, and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KV gear 3, the KV clutch 33, the KV shaft 23, the KV clutch housing gear 4, the KR/2 clutch housing gear 7, the K3/4 clutch housing gear 11 and the K3 clutch 37 and then reaches the output shaft 28.

Advancing for 6 th gear: the control valve 31 controls the K4 clutch 38 to be combined with the K3 clutch 37, and power is input to the torque converter 33 and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KV gear 3, the idler gear 13, the idler shaft 29, the K4 gear 10, the K4 clutch 38 and the K3 clutch 37 to be transmitted to the output shaft 28.

Reverse 1 st gear: the operating valve 31 controls the KR clutch 34 to be combined with the K1 clutch 39, and power is input to the torque converter 33 and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KR gear 6, the KR clutch 36, the KR/2 shaft 25, the KR/2 clutch housing gear 7, the KV clutch housing gear 4, the KV shaft 23, the intermediate shaft 24, the intermediate gear 5, the K1 gear 9, the K1 clutch 39, the K1 clutch housing gear 8, the K1 shaft 26, and the output gear 12 to the output shaft 28.

Reverse 2 nd gear: the pilot valve 31 controls the KR clutch 34 to be combined with the K2 clutch 35, and power is input to the torque converter 33 and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KR gear 6, the KR clutch 36, the KR/2 shaft 25, the K2 clutch 35, the K1 shaft 26, the K1 clutch housing gear 8, the output gear 12 and then to the output shaft 28.

Reverse 3 rd gear: the pilot valve 31 controls the KR clutch 34 to be combined with the K2 clutch 35, and power is input to the torque converter 33 and then sequentially passes through the torque converter output shaft 17, the input shaft 22, the input gear 2, the KR gear 6, the KR clutch 36, the KR/2 shaft 25, the KR/2 clutch housing gear 7, the K3/4 clutch housing teeth 11, the K3 clutch 37 and then to the output shaft 28.

In addition, after power is input to the torque converter 33, it passes through the pump wheel gear 1, the pump power taking gear 14, the pump power taking shaft 19 and then to the lubricating oil pump 18, this is the pump power taking; the power is input into the torque converter 33 and then passes through the pump impeller gear 1, the oil pump power taking gear 14 and the power taking gear I15 to the power taking shaft I20 to form a power taking port I; the power is input to the torque converter 33, passes through the pump impeller gear 1, the oil pump power take-off gear 14, the power take-off gear II 16 and then reaches the power take-off shaft II 21, and is a power take-off port II.

The utility model realizes gear shifting through the combination of the wet clutch, the work of the clutch is controlled by the control valve, the gear shifting process is easy to realize, the labor intensity of operators is lightened, the working efficiency is improved, and the intelligent and remote control can be realized through the electrohydraulic control system. The utility model has 6 forward gears, 3 reverse gears, 1 neutral gear and 2 power take-off ports indirectly connected with the engine for selection, and can be used in a wide range under various working conditions.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, and that variations, modifications, alternatives and variations may be made to the above embodiments by those skilled in the art without departing from the spirit and principles of the utility model, and any simple modification, equivalent variation and modification of the above embodiments in light of the technical principles of the utility model may be made within the scope of the present utility model.

Claims (7)

1. A multi-gear hydraulic gearbox comprises a box part a, an operating part b, a torque converter part I, an input part II, a KV clutch part III, a KR/2 clutch part IV, a K3/4 clutch part V, an idler part VI, an intermediate shaft part VII, a K1 clutch part VIII and an output part IX which are all arranged in a box (30) of the box part a; the control part b comprises a control valve (31) arranged on the box body (30) and a hydraulic oil circuit system; the method is characterized in that:

the torque converter component I comprises a torque converter (33), a torque converter output shaft (17), a diaphragm (32) for connecting the engine and the torque converter (33) and a pump gear (1) fixed with the torque converter (33);

The input component II comprises an input shaft (22) fixedly connected with the torque converter output shaft (17) and an input gear (2) fixed on the input shaft (22);

The KV clutch component III comprises a KV shaft (23), a KV gear (3) and a KV clutch (34), wherein the KV gear (3) is meshed with the input gear (2), the KV clutch component is in transmission or slipping with the KV shaft (23) through the KV clutch (34), and a KV clutch housing gear (4) is further fixed on the KV shaft (23) and positioned on the right side of the KV clutch (34);

the KR/2 clutch component IV comprises a KR/2 shaft (25), a KR gear (6) arranged on the KR/2 shaft (25), a KR clutch (36), a KR/2 clutch housing gear (7) and a K2 clutch (35), wherein the KR gear (6) is meshed with the input gear (2) and is in transmission or slipping with the KR/2 shaft (25) through the KR clutch (36), and the KR/2 clutch housing gear (7) is fixed with the KR/2 shaft (25) and is meshed with the KV clutch housing gear (4);

The K3/4 clutch component V comprises a K3/4 shaft (27), a K4 gear (10) arranged on the K3/4 shaft (27), a K4 clutch (38), a K3/4 clutch housing gear (11) and a K3 clutch (37), wherein the K3/4 clutch housing gear (11) is fixed with the K3/4 shaft (27) and meshed with the KR/2 clutch housing gear (7);

The idler wheel component VI comprises an idler wheel shaft (29) and an idler wheel (13) which is arranged on the idler wheel shaft (29) and meshed with the K4 gear (11) and the KV gear (3) respectively; the intermediate shaft component VII comprises an intermediate shaft (24) fixedly connected with the KV shaft (23) and an intermediate gear (5) fixedly connected with the intermediate shaft (24);

The K1 clutch component VIII comprises a K1 shaft (26), a K1 clutch shell gear (8), a K1 clutch (39) and a K1 gear (9) which are arranged on the K1 shaft (26), wherein the K1 clutch shell gear (8) is fixed with the K1 shaft (26), the K1 gear (9) is meshed with the intermediate gear (5) and is driven or slipped with the K1 shaft (26) through the K1 clutch (39), and the K1 shaft (26) is driven or slipped with the KR/2 shaft (25) through the K2 clutch (35);

The output part comprises an output shaft (28), and an output gear (12) which is fixed on the output shaft (28) and meshed with the K1 clutch shell gear (8), wherein the output shaft (28) is in transmission or slipping with the K3/4 shaft (27) through a K3 clutch (37).

2. A multi-speed hydraulic transmission as claimed in claim 1, wherein: the novel oil pump is characterized by further comprising an oil pump force taking component X, wherein the oil pump force taking component X comprises an oil pump force taking shaft (19), an oil pump force taking gear (14) meshed with the pump wheel gear (1) and fixedly connected with the oil pump force taking shaft (19), and a lubricating oil pump (18) fixedly connected with the oil pump force taking shaft (19), and the oil pump force taking shaft (19) is supported on the box body (30) through a bearing.

3. A multi-speed hydraulic transmission as claimed in claim 1, wherein: the hydraulic oil pump further comprises a force taking component I XI, wherein the force taking component I XI comprises a force taking shaft I (20) and a force taking gear I (15) which is meshed with the oil pump force taking gear (14) and fixedly connected with the force taking shaft I (20), and the force taking shaft I (20) is supported on the box body (30) through a bearing.

4. A multi-speed hydraulic transmission as claimed in claim 1, wherein: the hydraulic oil pump further comprises a force taking component II XII, wherein the force taking component II XII comprises a force taking shaft II (21), and a force taking gear II (16) which is meshed with the oil pump force taking gear (14) and fixedly connected with the force taking shaft II (21), and the force taking shaft II (21) is supported on the box body (30) through a bearing.

5. A multi-speed hydraulic transmission as claimed in claim 1, wherein: the input shaft (22), the KV shaft (23), the KR/2 shaft (25), the K3/4 shaft (27), the idler shaft (29), the intermediate shaft (24), the K1 shaft (26) and the output shaft (28) are respectively supported on the box body (30) through respective bearings.

6. A multi-speed hydraulic transmission as claimed in claim 1, wherein: the KV clutch (34), the KR clutch (36), the K2 clutch (35), the K4 clutch (38), the K3 clutch (37) and the K1 clutch (39) are respectively wet multi-plate friction clutches with the same structure.

7. A multi-speed hydraulic transmission as claimed in claim 1, wherein: the operating part (b) mainly selects an operating valve (31) combined with a KV clutch (34), a KR clutch (36), a K2 clutch (35), a K4 clutch (38), a K3 clutch (37) and a K1 clutch (39).