CN223536871U - A multi-gear transmission system - Google Patents
A multi-gear transmission systemInfo
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- CN223536871U CN223536871U CN202520169287.4U CN202520169287U CN223536871U CN 223536871 U CN223536871 U CN 223536871U CN 202520169287 U CN202520169287 U CN 202520169287U CN 223536871 U CN223536871 U CN 223536871U
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Abstract
本实用新型公开了一种多挡位传动系统，属于拖拉机传动系统领域，包括换向机构和变速机构，通过换向机构向变速机构传递动力并实现前进挡和倒挡切换，变速传动机构在TE机型拖拉机传动系统的结构基础上增设了变速辅助轴，变速辅助轴上转动连接有中挡主动齿轮和中挡从动齿轮，中挡主动齿轮与原有的Ⅲ挡从动齿轮啮合，中挡从动齿轮与原有的高低挡从动齿轮滑动啮合，中挡主动齿轮上固定连接有中挡主动啮合轮，中挡从动齿轮上固定连接有中挡从动啮合轮，中挡主动啮合轮上滑动啮合有中挡啮合套，中挡啮合套与中挡从动啮合轮离合配合，该变速传动机构共计可实现前进和倒退各12个挡位变速传动，能够适应更多的作业需求。
This utility model discloses a multi-gear transmission system, belonging to the field of tractor transmission systems. It includes a reversing mechanism and a gear-changing mechanism. The reversing mechanism transmits power to the gear-changing mechanism and enables switching between forward and reverse gears. The gear-changing transmission mechanism adds a gear-changing auxiliary shaft to the structure of the TE model tractor transmission system. A middle-gear drive gear and a middle-gear driven gear are rotatably connected to the gear-changing auxiliary shaft. The middle-gear drive gear meshes with the original third-gear driven gear, and the middle-gear driven gear slides with the original high and low-gear driven gears. A middle-gear drive engagement wheel is fixedly connected to the middle-gear drive gear, and a middle-gear driven engagement wheel is fixedly connected to the middle-gear driven gear. A middle-gear engagement sleeve slides on the middle-gear drive engagement wheel, and the middle-gear engagement sleeve engages with the middle-gear driven engagement wheel. This gear-changing transmission mechanism can achieve a total of 12 forward and 12 reverse gears, adapting to more operational needs.
Description
Technical Field
The utility model relates to the field of tractor transmission systems, in particular to a multi-gear transmission system.
Background
When the tractor is used for coping with different operation tasks, different travelling speeds are required to be switched through the gearbox, meanwhile, proper torque is output, the transmission system of the traditional TE model tractor has fewer gears, and along with the continuous development of modern agriculture, the operation scene of the tractor is increasingly diversified, so that the number of gears of the gearbox of the traditional TE model tractor is still to be further increased.
Disclosure of utility model
Aiming at the technical problems, the utility model provides a multi-gear transmission system capable of realizing forward and backward 12-gear variable transmission so as to adapt to more operation demands.
In order to solve the technical problems, the utility model adopts the following technical scheme:
the multi-gear transmission system comprises a reversing mechanism and a speed change mechanism, wherein the reversing mechanism comprises a reversing main shaft, a reversing auxiliary shaft and a reversing auxiliary shaft which are arranged in parallel, the speed change mechanism comprises a speed change main shaft, a speed change auxiliary shaft and a speed change auxiliary shaft which are arranged in parallel, and the reversing main shaft and the speed change main shaft are coaxially arranged;
The reversing gear is characterized in that one end, close to the reversing main shaft, of the speed change main shaft is fixedly connected with a reversing meshing wheel, the reversing meshing wheel is in sliding meshing with a reversing meshing sleeve, the speed change main shaft is rotationally connected with a reverse driven gear, and the reverse driven gear is fixedly connected with a reverse meshing wheel which is in clutch fit with the reversing meshing sleeve;
One end of the reversing main shaft, which is close to the speed change main shaft, is fixedly connected with a reversing driving gear, and the reversing driving gear is fixedly connected with a forward gear meshing wheel which is in clutch fit with the reversing meshing sleeve;
the reversing auxiliary shaft is rotationally connected with a reverse gear coupling sleeve, one end of the reverse gear coupling sleeve is fixedly connected with a reverse gear switching gear I, the other end of the reverse gear coupling sleeve is fixedly connected with a reverse gear switching gear II, the reversing auxiliary shaft is rotationally connected with a reverse gear switching gear III, the reverse gear switching gear I is meshed with the reversing driving gear, and the reverse gear switching gear III is meshed with the reverse gear switching gear II and the reverse gear driven gear respectively;
The gear shifting spindle is sequentially sleeved with an I-II gear coupling sleeve, a III gear driving gear, a III-IV gear meshing wheel, an IV gear driving gear and a low gear coupling sleeve, the I-II gear coupling sleeve is in sliding engagement with the gear shifting spindle, one end of the I-II gear coupling sleeve is fixedly connected with the II gear driving gear, the other end of the I-II gear coupling sleeve is fixedly connected with the I gear driving gear, the III-IV gear meshing wheel is fixedly connected with the gear shifting spindle, the III-IV gear meshing wheel is in sliding engagement with the III-IV gear meshing sleeve, the III gear driving gear, the IV gear driving gear and the low gear coupling sleeve are respectively and rotatably connected with the gear shifting spindle, the III gear driving gear is fixedly connected with the III gear meshing wheel which is in clutch fit with the III-IV gear meshing sleeve, one end of the IV gear coupling sleeve is fixedly connected with the first low gear switching gear, and the other end of the low gear coupling sleeve is fixedly connected with the second low gear switching gear;
The multi-gear transmission device comprises a speed change auxiliary shaft, and is characterized in that a multi-gear rotating sleeve and a high-low gear driven gear are sleeved on the speed change auxiliary shaft, the multi-gear rotating sleeve is rotatably connected with a II gear driven gear, an I gear driven gear, a III gear driven gear, an IV gear driven gear, a low gear driving gear and a high gear meshing wheel which are fixedly connected with each other, the I gear driven gear is in clutch fit with the I gear driving gear, the II gear driven gear is in clutch fit with the II gear driving gear, the III gear driven gear is meshed with the III gear driving gear, the IV gear driven gear is meshed with the IV gear driving gear, the low gear driving gear is meshed with the first low gear switching gear, the high-low gear driven gear is in sliding engagement with the speed change auxiliary shaft, the high-low gear driven gear is in clutch fit with the second low gear switching gear, the high-low gear driven gear is fixedly connected with the first gear meshing sleeve which is in clutch fit with the high gear meshing wheel, and the first output gear is fixedly connected with the speed change auxiliary shaft;
The gear shifting auxiliary shaft is rotationally connected with a middle gear driving gear and a middle gear driven gear, the middle gear driving gear is meshed with the III gear driven gear, the middle gear driven gear is a long gear and is in sliding engagement with the high-low gear driven gear, the middle gear driving gear faces to one side of the middle gear driven gear and is fixedly connected with a middle gear driving meshing wheel, the middle gear driven gear faces to one side of the middle gear driving gear and is fixedly connected with a middle gear driven meshing wheel, a middle gear meshing sleeve is slidingly meshed on the middle gear driving meshing wheel, and the middle gear meshing sleeve is in clutch fit with the middle gear driven meshing wheel.
As the preferable technical scheme, the modules of the reversing driving gear, the reverse switching gear I, the reverse switching gear II, the reverse switching gear III and the reverse driven gear are all 2.5.
As an optimal technical scheme, the numbers of teeth of the reversing driving gear, the reverse switching gear I, the reverse switching gear II, the reverse switching gear III and the reverse driven gear are 31, 32, 25, 21 and 26 in sequence.
As the preferable technical scheme, the modulus of the I-gear driving gear, the II-gear driving gear, the I-gear driven gear and the II-gear driven gear is 3, and the modulus of the III-gear driving gear, the IV-gear driving gear, the first low-gear transfer gear, the second low-gear transfer gear, the III-gear driven gear, the IV-gear driven gear, the low-gear driving gear, the high-low-gear driven gear, the middle-gear driving gear and the middle-gear driven gear is 2.5.
As a preferable technical scheme, the number of teeth of the I gear driving gear, the II gear driving gear, the III gear driving gear, the IV gear driving gear, the first low gear transfer gear, the second low gear transfer gear, the I gear driven gear, the II gear driven gear, the III gear driven gear, the IV gear driven gear, the low gear driving gear, the high and low gear driven gears, the middle gear driving gear and the middle gear driven gear is 16, 21, 32, 37, 43, 20, 36, 32, 31, 26, 20, 43 and 31 in sequence.
As the preferable technical scheme, the speed-changing auxiliary shaft and the reversing auxiliary shaft are coaxially arranged, a spline housing is fixedly arranged on the reversing auxiliary shaft, a spline end is fixedly arranged on the speed-changing auxiliary shaft, the spline housing is in transmission sleeve connection with the spline end, and an output gear II is fixedly connected on the reversing auxiliary shaft.
Compared with the prior art, the utility model has the following advantages:
The forward gear and the reverse gear are switched through the reversing mechanism, the speed change auxiliary shaft is additionally arranged in the speed change mechanism, and the power is transmitted by the middle gear driving gear and the middle gear driven gear on the speed change auxiliary shaft and the middle gear meshing sleeve between the middle gear driving gear and the middle gear driven gear, so that 12 speed change gear switching of the low speed I gear, the medium speed I gear, the high speed I gear, the low speed II gear, the medium speed II gear, the high speed II gear, the low speed III gear, the medium speed III gear, the high speed III gear, the low speed IV gear, the medium speed IV gear and the high speed IV gear can be realized, and more operation demands can be met conveniently.
Drawings
FIG. 1 is a schematic diagram of a multi-speed transmission system (with a housing omitted) according to the present utility model;
fig. 2 is an exploded view of the reversing spindle of fig. 1 and its structure thereon;
FIG. 3 is an exploded view of the reversing countershaft of FIG. 1 and its structure thereon;
FIG. 4 is an exploded view of the reversing auxiliary shaft of FIG. 1 and the structure thereon;
FIG. 5 is an exploded view of the shift spindle of FIG. 1 and its structure;
FIG. 6 is an exploded view of the countershaft of FIG. 1 and the structure thereon;
fig. 7 is an exploded view of the shift assist shaft of fig. 1 and its structure.
In the figure
10. The reversing main shaft, the reversing driving gear, the forward gear meshing wheel and the reversing gear are arranged on the main shaft;
20. A reversing auxiliary shaft; 21, a spline housing, 22, a reverse gear coupling housing, 221, a reverse gear switching gear I, 222, a reverse gear switching gear II, 23, and an output gear II;
30. 31, reverse gear switching gear III;
40. The gear change main shaft, 41, reversing meshing wheels, 42, reversing meshing sleeves, 43, reverse driven gears, 431, reverse meshing wheels, 44, I-II gear connecting sleeves, 441, I gear driving gears, 442, II gear driving gears, 45, III gear driving gears, 451, III gear meshing wheels, 46, III-IV gear meshing wheels, 47, III-IV gear meshing sleeves, 48, IV gear driving gears, 481, IV gear meshing wheels, 49, low gear connecting sleeves, 491, first low gear transfer gears, 492, second low gear transfer gears;
50. The gear box comprises a speed changing auxiliary shaft, a spline end, a 52, a multi-gear sleeve, 521, I-gear driven gears, 522, II-gear driven gears, 523, III-gear driven gears, 524, IV-gear driven gears, 525, a low-gear driving gear, 526, a high-gear meshing wheel, 53, a high-and low-gear driven gear, 531, a high-gear meshing sleeve, 54 and a first output gear;
60. the gear shift auxiliary shaft, 61, a middle gear driving gear, 611, a middle gear driving meshing wheel, 62, a middle gear driven gear, 621, a middle gear driven meshing wheel and 63, a middle gear meshing sleeve.
Detailed Description
The following detailed description of the utility model will be made with reference to the accompanying drawings.
A multi-range transmission system in the present embodiment is assembled in a housing, and since the present embodiment does not involve technical improvements of the housing, description of the housing is omitted, and in addition, what is hereinafter referred to as "clutch engagement" means that engagement or disengagement can be achieved by relative slip.
As shown in fig. 1 to 7, a multi-gear transmission system comprises a reversing mechanism and a speed change mechanism, wherein the reversing mechanism is used for transmitting power to a speed change main shaft 40 in the speed change mechanism and changing the rotation direction of the speed change main shaft 40 to realize forward gear and reverse gear switching of the transmission system, and concretely comprises a reversing main shaft 10, a reversing auxiliary shaft 20 and a reversing auxiliary shaft 30 which are arranged in parallel, wherein the reversing main shaft 10 and the reversing auxiliary shaft 20 are respectively and rotatably arranged, the reversing auxiliary shaft 30 is fixedly arranged, the reversing main shaft 10 is in transmission connection with an engine through a clutch mechanism, and the reversing main shaft 10 is coaxially arranged with the speed change main shaft 40 in the speed change mechanism.
The reversing gear drive gear 11 is fixedly connected to one end, close to the reversing main shaft 10, of the reversing main shaft 40, the reversing gear drive gear 11 is fixedly connected to one end, close to the reversing main shaft 40, of the reversing main shaft 10, the forward gear meshing wheel 111 in clutch fit with the reversing meshing sleeve 42 is fixedly connected to one end, close to the reversing main shaft 40, of the reversing main shaft 11, the reversing auxiliary shaft 20 is rotatably connected with the reversing sleeve 22 through a needle bearing, one end, fixedly connected with the reversing transfer gear one 221, the other end, fixedly connected with the reversing transfer gear two 222, of the reversing auxiliary shaft 30 is rotatably connected with the reversing transfer gear three 31 through a needle bearing, the reversing transfer gear one 221 is meshed with the reversing main gear 11, the reversing transfer gear two 222 is meshed with the reversing transfer gear three 31, and the reversing transfer gear three 31 is meshed with the reversing driven gear 43.
The parameters of each gear of the reversing mechanism in this embodiment are as follows:
a reversing driving gear 11,2.5 die, 31 teeth;
a reverse gear transfer gear I221,2.5 die, 32 teeth;
a reverse gear transfer gear two 222,2.5 die, 25 teeth;
reverse gear transfer gear three 31,2.5 mould, 21 teeth;
reverse driven gear 43,2.5 die, 26 teeth.
The working principle of the reversing mechanism is as follows:
In the forward gear, the reversing engagement sleeve 42 is slipped to be engaged with the forward gear engagement wheel 111, and the power transmission route is that the reversing main shaft 10, the forward gear engagement wheel 111, the reversing engagement sleeve 42, the reversing engagement wheel 41 and the speed change main shaft 40 are in a transmission ratio=1;
In reverse gear, the reversing engagement sleeve 42 is slipped to be engaged with the reverse gear engagement wheel 431, and the power transmission route is that the reversing main shaft 10, the reversing driving gear 11, the reverse gear switching gear one 221, the reverse gear coupling sleeve 22, the reverse gear switching gear two 222, the reverse gear switching gear three 31, the reverse driven gear 43, the reverse gear engagement wheel 431, the reversing engagement sleeve 42, the reversing engagement wheel 41 and the speed change main shaft 40 is adopted, and the transmission ratio of the reversing main shaft 10 to the speed change main shaft 40 is=32/31×21/25×26/21 approximately equal to that of the reversing main shaft 10 to the speed change main shaft 40 in forward gear and reverse gear.
The speed change mechanism is used for changing the input and output transmission ratio of the transmission system to realize multi-stage gear switching, and concretely comprises a speed change main shaft 40, a speed change auxiliary shaft 50 and a speed change auxiliary shaft 60 which are arranged in parallel, wherein the speed change main shaft 40 and the speed change auxiliary shaft 50 are respectively arranged in a rotating way, and the speed change auxiliary shaft 60 is fixedly arranged.
The speed change main shaft 40 is sequentially sleeved with an I-II gear coupling sleeve 44, a III gear driving gear 45, a III-IV gear meshing wheel 46, an IV gear driving gear 48 and a low gear coupling sleeve 49, wherein the I-II gear coupling sleeve 44 is in sliding engagement with an external spline tooth on the speed change main shaft 40 through an internal spline tooth on the I-II gear coupling sleeve 44, one end of the I-II gear coupling sleeve 44 is fixedly connected with an II gear driving gear 442, the other end of the I-II gear coupling sleeve 44 is fixedly connected with an I gear driving gear 441, the III-IV gear meshing wheel 46 is fixedly connected to the speed change main shaft 40, the III-IV gear meshing wheel 46 is in sliding engagement with a III-IV gear meshing sleeve 47, the III gear driving gear 45, the IV gear driving gear 48 and the low gear coupling sleeve 49 are respectively connected to the speed change main shaft 40 through needle bearings in a rotating manner, one side of the III gear driving gear 45 facing the III-IV gear meshing wheel 46 is fixedly connected with a III gear meshing wheel 451 in a clutch fit with the III-IV gear meshing sleeve 47, one side of the IV gear driving gear 48 close to the III-IV gear meshing wheel 46 is fixedly connected with an IV gear meshing sleeve 47 in a clutch fit with one end of the III-IV gear meshing sleeve, one end of the low gear 481 is fixedly connected with a low gear 491, and the other end of the low gear coupling sleeve 49 is fixedly connected with a low gear coupling sleeve.
The speed change box 50 is sleeved with a multi-gear sleeve 52 and a high-low gear driven gear 53, the multi-gear sleeve 52 is rotationally connected to the speed change auxiliary shaft 50 through a needle bearing, the multi-gear sleeve 52 is sequentially fixedly connected with a II-gear driven gear 522, an I-gear driven gear 521, a III-gear driven gear 523, an IV-gear driven gear 524, a low-gear driving gear 525 and a high-gear meshing wheel 526, the I-gear driven gear 521 is in clutch fit with the I-gear driving gear 441, the II-gear driven gear 522 is in clutch fit with the II-gear driving gear 442, the III-gear driven gear 523 is meshed with the III-gear driving gear 45, the IV-gear driven gear 524 is meshed with the IV-gear driving gear 48, the low-gear driving gear 525 is meshed with the first auxiliary shaft of the low-gear switching gear, the high-low gear driven gear 53 is in sliding engagement with the external spline teeth on the speed change box 50 through internal spline teeth on the multi-gear 53, the high-low-gear driven gear 53 is in clutch fit with the second 492, one side of the high-gear driven gear driving gear 53 facing the high-gear meshing wheel 526 is fixedly connected with the first auxiliary shaft sleeve 531 which is in clutch fit with the high-gear meshing wheel 526, one end of the speed change gear 50 is far from the reversing gear 20 is fixedly connected with the first auxiliary shaft 54, and is connected with the first auxiliary shaft 54 for power transmission, and then, the first output mechanism is connected with the differential mechanism 54, and the differential mechanism is connected to the second auxiliary shaft 54.
Preferably, the speed change auxiliary shaft 50 and the reversing auxiliary shaft 20 are coaxially arranged, a spline sleeve 21 is fixedly arranged at one end of the reversing auxiliary shaft 20, facing the speed change auxiliary shaft 50, a spline end 51 is fixedly arranged at one end of the speed change auxiliary shaft 50, facing the reversing auxiliary shaft 20, the spline sleeve 21 is in transmission sleeve connection with the spline end 51, an output gear II 23 is fixedly connected to one end, far away from the speed change auxiliary shaft 50, of the reversing auxiliary shaft 20, when the speed change auxiliary shaft 50 rotates, the reversing auxiliary shaft 20 can be driven to synchronously rotate, a transfer case is connected through the output gear II 23 in transmission, and then the transfer case is connected with a front axle of a tractor through a transmission shaft in transmission and drives front wheels on the front axle to rotate, so that four-wheel drive of the tractor is realized.
The speed change auxiliary shaft 60 is rotatably connected with a middle gear driving gear 61 and a middle gear driven gear 62 through a needle bearing, the middle gear driving gear 61 is meshed with a III gear driven gear 523, the middle gear driven gear 62 is a long gear and is in sliding engagement with the high-low gear driven gear 53, one side of the middle gear driving gear 61, facing the middle gear driven gear 62, is fixedly connected with a middle gear driving meshing wheel 611, one side of the middle gear driven gear 62, facing the middle gear driving gear 61, is fixedly connected with a middle gear driven meshing wheel 621, and a middle gear meshing sleeve 63 is slidably meshed on the middle gear driving meshing wheel 611, and the middle gear meshing sleeve 63 is in clutch fit with the middle gear driven meshing wheel 621.
The parameters of the gears of the speed change mechanism in this embodiment are as follows:
I gear driving gear 441,3 die, 16 teeth;
II, a gear driving gear 442,3 die and 21 teeth;
III gear driving gear 45,2.5 die, 32 teeth;
IV gear driving gear 48,2.5 die, 37 teeth;
a low-gear transfer gear one 491,2.5 die, 43 teeth;
a second 492,2.5 die of the low-gear transfer gear and 20 teeth;
i gear driven gear 521,3 die, 36 teeth;
II, a driven gear 522,3 die and 32 teeth;
III, a driven gear 523,2.5 die and 31 teeth;
IV gear driven gear 524,2.5 die, 26 teeth;
a low gear driving gear 525,2.5 die, 20 teeth;
high-low gear driven gear 53,2.5 die, 43 teeth;
middle gear driving gear 61,2.5 die, 43 teeth;
and the middle gear driven gear 62,2.5 is molded and has 31 teeth.
The operating principle of the speed change mechanism is as follows:
In the low-speed I gear, the I-II gear coupling sleeve 44 is slipped to enable the I gear driving gear 441 to be meshed with the I gear driven gear 521, the III-IV gear meshing sleeve 47 is hung to be empty, the high-low gear driven gear 53 is slipped to be meshed with the low-speed switching gear II 492, the middle gear meshing sleeve 63 is separated from the middle gear driven meshing wheel 621, and the power transmission route is that the speed change main shaft 40, the I gear driving gear 441, the I gear driven gear 521, the multiple-gear sleeve 52, the low gear driving gear 525, the low gear switching gear I491, the low gear coupling sleeve 49, the low gear switching gear II 492, the high-low gear driven gear 53 and the speed change auxiliary shaft 50 are meshed, and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=36/16x43/20x43/20 approximately equal to 10.4;
In the middle speed I gear, the I-II gear coupling sleeve 44 is slipped to enable the I gear driving gear 441 to be meshed with the I gear driven gear 521, the III-IV gear meshing sleeve 47 is in a hollow state, the high-low gear driven gear 53 is separated from the low gear transfer gear II 492, the high gear meshing sleeve 531 is separated from the high gear meshing wheel 526, the middle gear meshing sleeve 63 is slipped to enable the high gear driven gear 53 to be meshed with the middle gear driven meshing wheel 621, and the power transmission route is that the speed change main shaft 40, the I gear driving gear 441, the I gear driven gear 521, the multiple rotating sleeve 52, the III gear driven gear 523, the middle gear driving gear 61, the middle gear driving meshing wheel 611, the middle gear meshing sleeve 63, the middle gear driven meshing wheel 621, the middle gear driven gear 62, the high-low gear driven gear 53 and the speed change auxiliary shaft 50 are meshed, and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=36/16x43/31 x 43/31 approximately equal to 4.33;
in the high-speed I gear, the I-II gear coupling sleeve 44 is slipped to enable the I gear driving gear 441 to be meshed with the I gear driven gear 521, the III-IV gear meshing sleeve 47 is hung to be empty, the high gear meshing sleeve 531 is slipped to enable the high gear driven gear 53 to be meshed with the high gear meshing wheel 526, the middle gear meshing sleeve 63 is separated from the middle gear driven meshing wheel 621, and the power transmission route is that a speed change main shaft 40, the I gear driving gear 441, the I gear driven gear 521, a multiple rotating sleeve 52, the high gear meshing wheel 526, the high gear meshing sleeve 531, the high gear driven gear 53, a speed change auxiliary shaft 50 and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=36/16=2.25;
In the low-speed II gear, the I-II gear coupling sleeve 44 is slipped to enable the II gear driving gear 442 to be meshed with the II gear driven gear 522, the III-IV gear meshing sleeve 47 is hung to be empty, the high-low gear driven gear 53 is slipped to enable the II gear driving gear 442 to be meshed with the low-speed transfer gear 492, the middle gear meshing sleeve 63 is separated from the middle gear driven meshing wheel 621, and the power transmission route is that the speed change main shaft 40, the II gear driving gear 442, the II gear driven gear 522, the multiple coupling sleeve 52, the low gear driving gear 525, the low gear transfer gear I491, the low gear coupling sleeve 49, the low gear transfer gear 492, the high-low gear driven gear 53 and the speed change auxiliary shaft 50 are meshed, and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=32/21×43/20×43/20 approximately equal to 7.04;
In the middle speed II gear, the sliding I-II gear coupling sleeve 44 enables the II gear driving gear 442 to be meshed with the II gear driven gear 522, the III-IV gear meshing sleeve 47 is in a hollow state, the high-low gear driven gear 53 is separated from the low gear transfer gear II 492, the high gear meshing sleeve 531 is separated from the high gear meshing wheel 526, the sliding middle gear meshing sleeve 63 enables the high gear driven gear to be meshed with the middle gear driven meshing wheel 621, and the power transmission route is that the speed change main shaft 40, the II gear driving gear 442, the II gear driven gear 522, the multiple rotating sleeve 52, the III gear driven gear 523, the middle gear driving gear 61, the middle gear driving meshing wheel 611, the middle gear meshing sleeve 63, the middle gear driven meshing wheel 621, the middle gear driven gear 62, the high-low gear driven gear 53 and the speed change auxiliary shaft 50 are meshed, and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=32/21×43/31×43/31 is approximately equal to 2.93;
In the high-speed II gear, the sliding I-II gear coupling sleeve 44 enables the II gear driving gear 442 to be meshed with the II gear driven gear 522, the III-IV gear meshing sleeve 47 is in gear, the sliding high-low gear driven gear 53 enables the high gear meshing sleeve 531 to be meshed with the high gear meshing wheel 526, the middle gear meshing sleeve 63 is separated from the middle gear driven meshing wheel 621, and the power transmission route is that the speed change main shaft 40, the II gear driving gear 442, the II gear driven gear 522, the multiple rotating sleeve 52, the high gear meshing wheel 526, the high gear meshing sleeve 531, the high-low gear driven gear 53, the speed change auxiliary shaft 50 and the transmission ratio=32/21 approximately equal to 1.52 of the speed change main shaft 40 and the speed change auxiliary shaft 50;
In the low-speed III gear, the I-gear driving gear 441 is separated from the I-gear driven gear 521, the II-gear driving gear 442 is separated from the II-gear driven gear 522, the III-IV gear meshing sleeve 47 is slipped to be meshed with the III-gear meshing wheel 451, the high-low gear driven gear 53 is slipped to be meshed with the low-gear transfer gear II 492, the middle-gear meshing sleeve 63 is separated from the middle-gear driven meshing wheel 621, and the power transmission route is that the speed change main shaft 40-III-IV gear meshing wheel 46-III-IV gear meshing sleeve 47-III-driving gear 45-III gear driven gear 523-multiple rotating sleeve 52-low gear driving gear 525-low gear transfer gear I491-low gear sleeve 49-low gear transfer gear II 492-high-low gear driven gear 53-speed change auxiliary shaft 50, and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=31/32×43/20×43/20 is approximately equal to 4.48;
In the middle speed III gear, the I gear driving gear 441 is separated from the I gear driven gear 521, the II gear driving gear 442 is separated from the II gear driven gear 522, the III-IV gear meshing sleeve 47 is slipped to be meshed with the III gear meshing gear 451, the high-low gear driven gear 53 is separated from the low gear transfer gear two 492, the high gear meshing sleeve 531 is separated from the high gear meshing gear 526, the middle gear meshing sleeve 63 is slipped to be meshed with the middle gear driven meshing gear 621, and the power transmission route is that the speed change main shaft 40-III-IV gear meshing gear 46-III-IV gear meshing sleeve 47-III gear driving gear 45-III gear driven gear 523-middle gear driving gear 61-middle gear driving gear 611-middle gear meshing sleeve 63-middle gear driven meshing gear 621-middle gear driven gear 62-high-low gear driven gear 53-speed change auxiliary shaft 50, and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=31/32×43/31×43/31 is approximately equal to 1.86;
In the high-speed III gear, the I-gear driving gear 441 is separated from the I-gear driven gear 521, the II-gear driving gear 442 is separated from the II-gear driven gear 522, the III-IV gear meshing sleeve 47 is slipped to be meshed with the III-gear meshing wheel 451, the high-gear meshing sleeve 531 is slipped to be meshed with the high-gear meshing wheel 526, the middle-gear meshing sleeve 63 is separated from the middle-gear driven meshing wheel 621, and the power transmission route is that the transmission main shaft 40-III-IV gear meshing wheel 46-III-IV gear meshing sleeve 47-III gear driving gear 45-III gear driven gear 523-multiple rotating sleeve 52-high-gear meshing wheel 526-high-gear meshing sleeve 531-high-low gear driven gear 53-speed auxiliary shaft 50, and the transmission ratio of the speed main shaft 40 to the speed auxiliary shaft 50 is=31/32 approximately equal to 0.97;
In the low-speed IV gear, the I-gear driving gear 441 is separated from the I-gear driven gear 521, the II-gear driving gear 442 is separated from the II-gear driven gear 522, the III-IV gear meshing sleeve 47 is slipped to be meshed with the IV-gear meshing wheel 481, the high-low gear driven gear 53 is slipped to be meshed with the low-gear transfer gear II 492, the middle-gear meshing sleeve 63 is separated from the middle-gear driven meshing wheel 621, and the power transmission route is that the speed change main shaft 40-III-IV gear meshing wheel 46-III-IV gear meshing sleeve 47-IV gear 48-IV gear driven gear 524-multiple rotating sleeve 52-low gear driving gear 525-low gear transfer gear I491-low gear sleeve 49-low gear transfer gear II 492-high-low gear driven gear 53-speed change auxiliary shaft 50, and the transmission ratio of the speed change main shaft 40 and the speed change auxiliary shaft 50 is=26/37×43/20×43/20 is approximately 3.25;
In the middle speed IV gear, the I gear driving gear 441 is separated from the I gear driven gear 521, the II gear driving gear 442 is separated from the II gear driven gear 522, the III-IV gear meshing sleeve 47 is slipped to be meshed with the IV gear meshing gear 481, the high-low gear driven gear 53 is separated from the low gear transfer gear two 492, the high gear meshing sleeve 531 is separated from the high gear meshing gear 526, the middle gear meshing sleeve 63 is slipped to be meshed with the middle gear driven meshing gear 621, and the power transmission route is that the transmission main shaft 40-III-IV gear meshing gear 46-III-IV gear meshing sleeve 47-IV gear driving gear 48-IV gear driven gear 524-multiple gear meshing sleeve 52-III gear driven gear 523-middle gear driving gear 61-middle gear driving gear 611-middle gear meshing sleeve 63-middle gear driven meshing gear-middle gear driven gear 62-high-low gear driven gear 53-transmission auxiliary shaft 50, and the transmission ratio of the transmission main shaft 40 and the transmission auxiliary shaft 50 = 26/37 x 43/31 is approximately equal to 1.35;
In the high-speed IV gear, the I-gear driving gear 441 is separated from the I-gear driven gear 521, the II-gear driving gear 442 is separated from the II-gear driven gear 522, the III-IV gear meshing sleeve 47 is slipped to be meshed with the IV-gear meshing wheel 481, the high-gear meshing sleeve 531 is slipped to be meshed with the high-gear meshing wheel 526 by the high-gear driven gear 53, the middle-gear meshing sleeve 63 is separated from the middle-gear driven meshing wheel 621, and the power transmission route is that the transmission main shaft 40-III-IV gear meshing wheel 46-III-IV gear meshing sleeve 47-IV gear driving gear 48-IV gear driven gear 524-multiple rotating sleeve 52-high-gear meshing wheel 526-high-gear meshing sleeve 531-high-low gear driven gear 53-speed auxiliary shaft 50, and the transmission ratio of the transmission main shaft 40 to the speed auxiliary shaft 50 is=26/37 approximately equal to 0.7.
While there has been shown and described what are at present considered to be fundamental principles, main features and advantages of the present utility model, it will be understood by those skilled in the art that the present utility model is not limited to the foregoing embodiments, but is described in the foregoing description merely illustrates the principles of the utility model, and various changes and modifications may be made therein without departing from the spirit and scope of the utility model as defined in the appended claims.
Claims (6)
1. The multi-gear transmission system comprises a reversing mechanism and a speed change mechanism, and is characterized in that the reversing mechanism comprises a reversing main shaft (10), a reversing auxiliary shaft (20) and a reversing auxiliary shaft (30) which are arranged in parallel, the speed change mechanism comprises a speed change main shaft (40), a speed change auxiliary shaft (50) and a speed change auxiliary shaft (60) which are arranged in parallel, and the reversing main shaft (10) and the speed change main shaft (40) are coaxially arranged;
One end, close to the reversing main shaft (10), of the speed change main shaft (40) is fixedly connected with a reversing meshing wheel (41), the reversing meshing wheel (41) is slidably meshed with a reversing meshing sleeve (42), the speed change main shaft (40) is rotatably connected with a reverse driven gear (43), and the reverse driven gear (43) is fixedly connected with a reverse meshing wheel (431) which is in clutch fit with the reversing meshing sleeve (42);
One end of the reversing main shaft (10) close to the speed change main shaft (40) is fixedly connected with a reversing driving gear (11), and the reversing driving gear (11) is fixedly connected with a forward gear meshing wheel (111) which is in clutch fit with the reversing meshing sleeve (42);
The reversing auxiliary shaft (20) is rotationally connected with a reverse gear coupling sleeve (22), one end of the reverse gear coupling sleeve (22) is fixedly connected with a reverse gear switching gear I (221), the other end of the reverse gear coupling sleeve is fixedly connected with a reverse gear switching gear II (222), the reversing auxiliary shaft (30) is rotationally connected with a reverse gear switching gear III (31), the reverse gear switching gear I (221) is meshed with the reversing driving gear (11), and the reverse gear switching gear III (31) is meshed with the reverse gear switching gear II (222) and the reverse gear driven gear (43) respectively;
The gear change main shaft (40) is sequentially sleeved with an I-II gear joint sleeve (44), a III gear driving gear (45), a III-IV gear meshing wheel (46), an IV gear driving gear (48) and a low gear joint sleeve (49), the I-II gear joint sleeve (44) is in sliding engagement with the gear change main shaft (40), one end of the I-II gear joint sleeve (44) is fixedly connected with a II gear driving gear (442), the other end of the I-II gear joint sleeve is fixedly connected with an I gear driving gear (441), the III-IV gear meshing wheel (46) is fixedly connected with the gear change main shaft (40), the III-IV gear meshing wheel (46) is in sliding engagement with a III-IV gear meshing sleeve (47), the III gear driving gear (45), the IV gear driving gear (48) and the low gear joint sleeve (49) are respectively and rotatably connected with the gear change main shaft (40), one end of the III gear driving gear (45) is fixedly connected with a III-IV gear meshing wheel (451) which is in clutch fit with the III-IV gear meshing sleeve (47), and the other end of the III gear (481) is fixedly connected with the low gear (492) in a clutch fit mode;
The speed change auxiliary shaft (50) is sleeved with a multi-connected rotating sleeve (52) and a high-low gear driven gear (53), the multi-connected rotating sleeve (52) is rotatably connected to the speed change auxiliary shaft (50), a II-gear driven gear (522), an I-gear driven gear (521), a III-gear driven gear (523), an IV-gear driven gear (524), a low-gear driving gear (525) and a high-gear meshing wheel (526) are fixedly connected to the multi-connected rotating sleeve (52), the I-gear driven gear (521) is in clutch fit with the I-gear driving gear (441), the II-gear driven gear (522) is in clutch fit with the II-gear driving gear (442), the III-gear driven gear (523) is in meshing engagement with the III-gear driving gear (45), the IV-gear driven gear (524) is in meshing with the IV-gear driving gear (48), the high-low-gear driven gear (53) is in sliding engagement with the speed change auxiliary shaft (50), the high-gear driven gear (53) is in clutch fit with the high-gear (491) and the high-gear driven gear (53) is in fixed meshing engagement with the high-gear (491) respectively, an output gear I (54) is fixedly connected to the speed change auxiliary shaft (50);
The gear shifting auxiliary shaft (60) is rotationally connected with a middle gear driving gear (61) and a middle gear driven gear (62), the middle gear driving gear (61) is meshed with the III gear driven gear (523), the middle gear driven gear (62) is a long gear and is in sliding engagement with the high-low gear driven gear (53), the middle gear driving gear (61) faces towards one side of the middle gear driven gear (62) and is fixedly connected with a middle gear driving meshing wheel (611), the middle gear driven gear (62) faces towards one side of the middle gear driving gear (61) and is fixedly connected with a middle gear driven meshing wheel (621), a middle gear meshing sleeve (63) is slidingly meshed on the middle gear driving meshing wheel (611), and the middle gear meshing sleeve (63) is in clutch fit with the middle gear driven meshing wheel (621).
2. A multi-gear transmission system according to claim 1, wherein the modules of the reversing driving gear (11), the first reverse gear transfer gear (221), the second reverse gear transfer gear (222), the third reverse gear transfer gear (31) and the driven reverse gear (43) are all 2.5.
3. A multi-gear transmission system according to claim 2, wherein the number of teeth of the reversing driving gear (11), the first reverse gear transfer gear (221), the second reverse gear transfer gear (222), the third reverse gear transfer gear (31) and the driven reverse gear (43) is 31, 32, 25, 21 and 26 in sequence.
4. The multi-gear transmission system according to claim 1, wherein the modules of the I-gear driving gear (441), the II-gear driving gear (442), the I-gear driven gear (521) and the II-gear driven gear (522) are 3, and the modules of the III-gear driving gear (45), the IV-gear driving gear (48), the first low-gear transfer gear (491), the second low-gear transfer gear (492), the III-gear driven gear (523), the IV-gear driven gear (524), the low-gear driving gear (525), the high-low-gear driven gear (53), the middle-gear driving gear (61) and the middle-gear driven gear (62) are 2.5.
5. A multi-gear transmission system according to claim 4, wherein the number of teeth of the I gear driving gear (441), the II gear driving gear (442), the III gear driving gear (45), the IV gear driving gear (48), the first low gear transfer gear (491), the second low gear transfer gear (492), the I gear driven gear (521), the II gear driven gear (522), the III gear driven gear (523), the IV gear driven gear (524), the low gear driving gear (525), the high and low gear driven gears (53), the middle gear driving gear (61) and the middle gear driven gear (62) is 16, 21, 32, 37, 43, 20, 36, 32, 31, 26, 20, 43, 31 in sequence.
6. A multi-gear transmission system according to claim 1, wherein the speed change auxiliary shaft (50) and the reversing auxiliary shaft (20) are coaxially arranged, a spline sleeve (21) is fixedly arranged on the reversing auxiliary shaft (20), a spline end (51) is fixedly arranged on the speed change auxiliary shaft (50), the spline sleeve (21) is in transmission sleeve connection with the spline end (51), and an output gear II (23) is fixedly connected on the reversing auxiliary shaft (20).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202520169287.4U CN223536871U (en) | 2025-01-24 | 2025-01-24 | A multi-gear transmission system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202520169287.4U CN223536871U (en) | 2025-01-24 | 2025-01-24 | A multi-gear transmission system |
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| CN223536871U true CN223536871U (en) | 2025-11-11 |
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| CN202520169287.4U Active CN223536871U (en) | 2025-01-24 | 2025-01-24 | A multi-gear transmission system |
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