CN219734130U - Speed-changing and differential speed-changing integrated device with adjustable gear - Google Patents

Abstract

The utility model provides an adjustable gear speed change and differential integrator, including the gearbox body, all set up in the drive gear mechanism of gearbox body, the speed change gear mechanism who is connected with drive gear mechanism and the differential gear mechanism who is connected with speed change gear mechanism, differential gear mechanism includes the differential seat, two sets up in the differential seat and according to controlling the semi-axis gear that the interval was arranged, two planetary gear that are connected with two semi-axis gears respectively and rigid coupling on the differential seat and according to controlling the interval arrangement and be used for the terminal low-speed driven gear and the terminal high-speed driven gear who are connected with speed change gear mechanism, rotate on the gearbox body and be provided with the output semi-axis with the semi-axis gear rigid coupling, be equipped with the location axle on the differential seat. The differential gear mechanism is integrated in the gearbox body of the speed changer, the traditional speed changer and the differential mechanism are integrated in the same gearbox body, the whole occupied installation space is reduced, the speed change gear mechanism is increased, and the speed and torque output range of the speed changer is increased.

Description

Speed-changing and differential speed-changing integrated device with adjustable gear

Technical Field

The utility model belongs to the technical field of automobile transmissions, and particularly relates to an adjustable gear speed change and differential speed integrator.

Background

One of the components of a gearbox and an automobile is a device for changing the rotation speed ratio and the movement direction, which is used for automobiles, tractors, ships, machine tools and various machines and is used for changing the torque, the rotation speed and the movement direction transmitted from a driving shaft to a driven shaft according to different working conditions, and the gearbox for gear transmission generally consists of a gearbox shell and a plurality of gear pairs.

The patent number of Chinese patent is 201620139784.0, a new energy source two-in-one double-power gearbox is disclosed, the double-power gearbox comprises a converter and a differential mechanism, the converter is provided with an engine transmission output system and a motor transmission output system, the output end of the converter is directly connected with the differential mechanism through a detachable structure, the input end of the differential mechanism is provided with an external flange, the external flange is connected with the converter through a screw lock, the differential mechanism is in a drum shape, the converter is arranged on the periphery of the differential mechanism, the central line of an output main shaft of the converter radially extends to the center of the differential mechanism, and a detachable end cover is arranged at the side end of the differential mechanism. The problem lies in that the gearbox and the differential mechanism adopt split type structures, the differential mechanism is externally arranged on the gearbox, and the gearbox and the differential mechanism in the structure form have large occupied installation space, are unfavorable for miniaturization of vehicle parts and have certain limitations.

The document also describes that an advancing gear, a reverse gear and a combination tooth are arranged on an output main shaft of the converter, the advancing gear and the reverse gear are in a bevel gear form, the advancing gear and the reverse gear are simultaneously meshed with a driving gear connected with an engine, the combination tooth is selectively meshed with inner teeth of the advancing gear or the reverse gear to realize advancing or reversing, and the power of the driving gear is transmitted to the output main shaft; the advancing gear is also combined with an electric gear connected with a motor transmission output system, the electric gear is meshed with a carrier gear on the auxiliary shaft, and the auxiliary shaft is connected with an output shaft of the motor through a one-way device. The problem is that the converter has no high-speed and low-speed gears, so that the speed and torque output range of the gearbox is limited, and certain limitation exists.

Therefore, further improvements are needed.

Disclosure of Invention

The utility model aims to at least overcome one of the defects in the prior art, and provides an adjustable gear speed change and differential speed integrator, wherein a differential gear mechanism is integrated in a speed change box body, a traditional speed change box and a differential are integrated in the same speed change box body, the whole occupied installation space is reduced, the speed change gear mechanism is increased, and the speed and torque output range of the speed changer is increased.

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

an adjustable gear speed change and differential speed integrator comprising:

a transmission housing;

the driving gear mechanism is arranged on the gearbox body;

the speed change gear mechanism is arranged on the gearbox body and is connected with the driving gear mechanism;

the differential gear mechanism is arranged on the gearbox body and is connected with the speed change gear mechanism.

Further, the differential gear mechanism comprises a differential seat, two half-shaft gears which are arranged in the differential seat and are distributed at left and right intervals, two planetary gears which are respectively connected with the two half-shaft gears, and a tail end low-speed driven gear and a tail end high-speed driven gear which are fixedly connected on the differential seat and are distributed at left and right intervals and are used for being connected with the speed change gear mechanism, an output half shaft fixedly connected with the half-shaft gears is rotationally arranged on the gearbox body, a positioning shaft is arranged on the differential seat, and the planetary gears are rotationally arranged on the positioning shaft.

Further, the end low-speed driven gear and the end high-speed driven gear are both provided with first shaft sleeves extending outwards, bearings sleeved on the first shaft sleeves are arranged in the gearbox body, the two side gears are respectively located on the inner sides of the end low-speed driven gear and the inner sides of the end high-speed driven gear, the end low-speed driven gear and the end high-speed driven gear are respectively located on the left side and the right side of the differential seat, the side gears are provided with second shaft sleeves, and the second shaft sleeves of the side gears are rotationally arranged in the first shaft sleeves corresponding to the end low-speed driven gear or the end high-speed driven gear.

Further, the speed change gear mechanism comprises a speed change shaft, a speed change input gear, a tail end low-speed driving gear, a tail end synchronous gear, a tail end high-speed driving gear and a tail end gear shifting component which are rotatably arranged on the speed change box body, the speed change input gear is connected with the driving gear mechanism, the speed change input gear and the tail end synchronous gear are fixedly connected to the speed change shaft, the tail end low-speed driving gear and the tail end high-speed driving gear are rotatably arranged on the speed change shaft, the tail end low-speed driving gear is connected with the tail end low-speed driven gear, and the tail end high-speed driving gear is connected with the tail end high-speed driven gear;

when the tail end shifting assembly is connected with the tail end synchronous gear, the speed change gear mechanism is in a neutral state; when the tail end gear shifting assembly is connected with the tail end synchronous gear and the tail end low-speed driving gear and enables the tail end synchronous gear and the tail end low-speed driving gear to synchronously operate, the speed change gear mechanism is in a low-speed gear state; when the tail end gear shifting assembly is connected with the tail end synchronous gear and the tail end high-speed driving gear and enables the tail end synchronous gear and the tail end high-speed driving gear to synchronously operate, the speed change gear mechanism is in a high-speed gear state.

Further, the tail end high-speed driving gear comprises a first sub-gear matched with the tail end gear shifting assembly and a second sub-gear coaxially fixedly connected to the side part of the first sub-gear and connected with the tail end high-speed driven gear, the vertical sections of the first sub-gear, the tail end synchronous gear and the tail end low-speed driving gear are identical, and the variable speed input gear, the tail end low-speed driving gear, the tail end synchronous gear, the first sub-gear and the second sub-gear are sequentially distributed along the transverse direction.

Further, the driving gear mechanism comprises an input shaft, a forward gear driving gear, a head end synchronous gear, a reverse gear driving gear, a head end gear shifting assembly, a reverse gear shaft, a first reverse gear driven gear and a second reverse gear driven gear which are fixedly connected to the reverse gear shaft, wherein the input shaft, the forward gear driving gear, the head end synchronous gear, the reverse gear driving gear, the first reverse gear driven gear and the second reverse gear driven gear are rotatably arranged on the input shaft and are connected with a speed change input gear, the head end synchronous gear is fixedly connected to the input shaft, the reverse gear driving gear is rotatably arranged on the input shaft and is connected with the first reverse gear driven gear, and the second reverse gear driven gear is connected with the speed change input gear;

when the head end gear shifting assembly is connected with the head end synchronous gear, the driving gear mechanism is in a neutral gear state; when the head end gear shifting assembly is connected with the head end synchronous gear and the forward gear driving gear and enables the head end synchronous gear and the forward gear driving gear to synchronously operate, the driving gear mechanism is in a forward gear state; when the head end gear shifting assembly is connected with the head end synchronous gear and the reverse gear driving gear and enables the head end synchronous gear and the reverse gear driving gear to synchronously operate, the driving gear mechanism is in a reverse gear state.

Further, the forward gear driving gear comprises a third sub-gear connected with the head end gear shifting assembly and a fourth sub-gear coaxially fixedly connected to the side part of the third sub-gear and connected with the variable speed input gear, the vertical sections of the third sub-gear, the head end synchronous gear and the reverse gear driving gear are identical, and the fourth sub-gear, the third sub-gear, the head end synchronous gear and the reverse gear driving gear are sequentially distributed along the transverse direction.

Further, the tail end gear shifting assembly and the head end gear shifting assembly both comprise a synchronizing ring, a shifting fork connected with the synchronizing ring, a gear shifting shaft fixedly connected with the shifting fork, a mounting seat arranged on the outer side surface of the gearbox body, and a rocker arm hinged on the mounting seat and connected with the gear shifting shaft and used for driving the gear shifting shaft to transversely move, wherein three positioning grooves which are sequentially arranged along the axial direction of the gear shifting shaft are arranged on the gear shifting shaft corresponding to the gear shifting state, a positioning ball, a spring connected to the upper part of the positioning ball and a positioning column connected to the upper part of the spring are arranged on the gearbox body, and the positioning ball is embedded into one of the positioning grooves;

the synchronous ring of the tail end gear shifting assembly is sleeved on the tail end synchronous gear, or the tail end synchronous gear and the tail end low-speed driving gear, or the tail end synchronous gear and the tail end high-speed driving gear; the synchronizing ring of the head-end gear shifting assembly is used for being sleeved on the head-end synchronizing gear, or on the head-end synchronizing gear and the forward gear driving gear, or on the head-end synchronizing gear and the reverse gear driving gear.

Further, the reverse gear shaft is located at a lower portion of the input shaft.

Further, bearings sleeved on the input shaft, the reverse gear shaft and the speed changing shaft are arranged on the left side and the right side of the speed changing box body.

Further, the method comprises the steps of:

the fuel power input mechanism comprises a fuel engine, a fuel power driving gear connected with the output end of the fuel engine, a driving shaft connected with the input shaft through a coupler, and a fuel power driven gear fixedly connected on the driving shaft and connected with the fuel power driving gear, wherein the fuel power driving gear and the fuel power driven gear are arc bevel gears;

the electric power input mechanism comprises a motor, an electric power driving gear fixedly connected with a motor shaft of the motor and an electric power driven gear connected with the electric power driving gear and fixed on an input shaft, and the fuel oil power input mechanism and the electric power input mechanism are respectively positioned at two sides of the gearbox body;

the functional power output mechanism comprises a belt pulley fixedly connected to the driving shaft, and the belt pulley is positioned on the outer side of the fuel power driven gear.

The beneficial effects of the utility model are as follows:

1. the differential gear mechanism is integrated in the gearbox body of the speed changer, the traditional speed changer and the differential mechanism are integrated in the same gearbox body, the whole occupied installation space is reduced, and the speed changer is added with the speed change gear mechanism, so that the speed and torque output range of the speed changer can be increased.

2. The arrangement of the tail end low-speed driven gear and the tail end high-speed driven gear of the differential gear mechanism can be used for realizing high-torque and low-speed output or low-torque and high-speed output of an output half shaft.

Drawings

Fig. 1 is a schematic structural diagram of an embodiment of the present utility model.

FIG. 2 is a schematic illustration of the transmission housing and output half shaft hidden from view in accordance with an embodiment of the present utility model.

FIG. 3 is an exploded view of an embodiment of the present utility model with the transmission housing and output half shafts hidden.

Fig. 4 is a cross-sectional view of an embodiment of the present utility model.

Fig. 5 is an exploded view of a differential gear mechanism according to an embodiment of the present utility model.

Fig. 6 is an exploded view of an embodiment of the present utility model.

Reference numerals illustrate:

1-a drive gear mechanism; 11-an input shaft; 12-forward drive gear; 121-a third sub-gear; 122-fourth sub-gear; 13-a head end synchronous gear; 14-a reverse gear drive gear; 15-a reverse gear shaft; 16-a first reverse driven gear; 17-a second reverse driven gear; 2-a speed change gear mechanism; 21-a variable speed shaft; 22-a variable speed input gear; 23-end low speed drive gear; 24-end synchronizing gear; 25-end high speed drive gear; 251-first sub gear; 252-second sub-gear; 3-differential gear mechanism; 31-a differential seat; 32-side gears; 321-a second sleeve; 33-planetary gear; 34-end low speed driven gear; 35-end high speed driven gear; 36-an output half shaft; 37-a first sleeve; 4-a gearbox housing; 51-a synchronizing ring; 511-locating holes; 52-shifting fork; 53-gear shift shaft; 531-limit table; 531-positioning grooves; 54-mounting seats; 55-rocker arms; 551-clamping jaw; 56-positioning balls; 57-springs; 58-positioning columns.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model.

Referring to fig. 1-6, the adjustable gear speed change and differential speed integrator can be applied to mechanical transportation equipment such as medium and low speed transportation vehicles, carrier, agricultural machinery series and the like, and comprises:

a transmission case 4;

the driving gear mechanism 1, the driving gear mechanism 1 is arranged on the gearbox body 4;

a speed change gear mechanism 2, the speed change gear mechanism 2 is arranged on the gearbox body 4, and the speed change gear mechanism 2 is connected with the driving gear mechanism 1;

and a differential gear mechanism 3, wherein the differential gear mechanism 3 is arranged on the gearbox body 4, and the differential gear mechanism 3 is connected with the speed change gear mechanism 2.

The differential gear mechanism 3 is integrated in the gearbox body 4 of the speed changer, the traditional gearbox and the differential mechanism are integrated in the same gearbox body 4, the whole occupied installation space is reduced, and the speed changer is provided with the speed change gear mechanism 2, so that the speed and torque output range of the speed changer can be increased.

In some embodiments of the present utility model, the differential gear mechanism 3 includes a differential seat 31, two side gears 32 disposed in the differential seat 31 and arranged at left and right intervals, two planetary gears 33 respectively connected to the two side gears 32, and a final low-speed driven gear 34 and a final high-speed driven gear 35 fixedly connected to the differential seat 31 and arranged at left and right intervals for connection with the speed change gear mechanism 2, the planetary gears 33, the side gears 32 are all bevel gears, in this embodiment, the final low-speed driven gear 34, the final high-speed driven gear 35, and the subsequent speed change input gear 22, the final low-speed driving gear 23, the final synchronous gear 24, the first sub gear 251, the second sub gear 252, the fourth sub gear 122, the third sub gear 121, the first end synchronous gear 13, the reverse driving gear 14, the first reverse driven gear 16, and the second reverse driven gear 17 are all identical in modulus, the diameter of the tail end low-speed driven gear 34 is larger than that of the tail end high-speed driven gear 35, the transmission body 4 is rotatably provided with output half shafts 36 fixedly connected with the half shaft gears 32, namely, two groups of output half shafts 36 are respectively and correspondingly connected with the two half shaft gears 32, when the speed changing mechanism is applied, wheels are rotatably connected to the outer sides of the output half shafts 36, positioning shafts are arranged on the differential seat 31, the planetary gears 33 are rotatably arranged on the positioning shafts, in the embodiment, the number of the positioning shafts is one and the planetary gears 33 are positioned between the two groups of half shaft gears 32, the speed changing gear mechanism 2 can respectively and independently drive the tail end low-speed driven gear 34 or the tail end high-speed driven gear 35 to rotate, and when the tail end low-speed driven gear 34 drives the differential seat 31 to rotate, the high-torque and low-speed output of the output half shafts 36 can be realized, the end high-speed driven gear 35 can realize low-torque and high-speed output of the output half shafts 36 when driving the differential seat 31 to rotate, and the differential gear mechanism 3 can enable the two groups of output half shafts 36 to output different rotating speeds.

In some embodiments of the present utility model, as shown in fig. 4 and 5, the end low-speed driven gear 34 and the end high-speed driven gear 35 are provided with a first sleeve 37 extending outwards, the transmission body 4 is provided with bearings sleeved on the first sleeve 37, the two side gears 32 are respectively positioned at the inner sides of the end low-speed driven gear 34 and the end high-speed driven gear 35, the end low-speed driven gear 34 and the end high-speed driven gear 35 are respectively positioned at the left and right sides of the differential seat 31, the end low-speed driven gear 34 and the end high-speed driven gear 35 can be fixed on the corresponding side parts of the differential seat 31 through locking screws, further, the side gear 32 is provided with a second sleeve 321, the second sleeve 321 of the side gear 32 is rotatably arranged in the first sleeve 37 of the corresponding end low-speed driven gear 34 or the end high-speed driven gear 35, the inner end of the output side gear 36 is fixed in the corresponding second sleeve 321 through interference fit and key groove structure with the second sleeve 321, and the output side gear 36 rotates synchronously with the corresponding side gear 32, as will be understood by those skilled in the art.

In some embodiments of the present utility model, the speed change gear mechanism 2 includes a speed change shaft 21 rotatably disposed on the speed change box 4, a speed change input gear 22, a final low speed driving gear 23, a final synchronous gear 24, a final high speed driving gear 25, and a final shift assembly, the speed change input gear 22 is connected with the driving gear mechanism 1, the speed change input gear 22 and the final synchronous gear 24 are fixedly connected to the speed change shaft 21 so as to rotate synchronously, the final low speed driving gear 23 and the final high speed driving gear 25 are rotatably disposed on the speed change shaft 21, the final low speed driving gear 23 is connected with a final low speed driven gear 34, and the final high speed driving gear 25 is connected with a final high speed driven gear 35;

when the end gear shifting assembly is connected with the end synchronous gear 24, the speed change gear mechanism 2 is in a neutral state; when the end gear shifting assembly is connected with the end synchronous gear 24 and the end low-speed driving gear 23 and enables the end synchronous gear 24 and the end low-speed driving gear 23 to synchronously operate, the speed change gear mechanism 2 is in a low-speed gear state and is used for realizing high-torque and low-speed output of the output half shaft 36; when the end gear shifting assembly is connected with the end synchronous gear 24 and the end high-speed driving gear 25 and enables the end synchronous gear 24 and the end high-speed driving gear 25 to synchronously operate, the speed change gear mechanism 2 is in a high-speed gear state and is used for realizing low-torque and high-speed output of the output half shaft 36, and the speed change gear mechanism 2 realizes gear switching through the end gear shifting assembly.

In some embodiments of the present utility model, the final high-speed driving gear 25 includes a first pinion 251 for cooperating with the final shift assembly and a second pinion 252 coaxially fixed to a side portion of the first pinion 251 and connected to the final high-speed driven gear 35, the vertical cross sections of the first pinion 251, the final synchronous gear 24, and the final low-speed driving gear 23 are identical, the variable speed input gear 22, the final low-speed driving gear 23, the final synchronous gear 24, the first pinion 251, and the second pinion 252 are sequentially arranged in a transverse direction, the diameters of the final low-speed driving gear 23, the final synchronous gear 24, and the first pinion 251 are identical, and the diameter of the second pinion 252 is greater than the diameter of the first pinion 251 and smaller than the diameter of the variable speed input gear 22.

In some embodiments of the utility model, the driving gear mechanism 1 comprises an input shaft 11 rotatably arranged on the gearbox body 4, a forward gear driving gear 12, a head end synchronous gear 13, a reverse gear driving gear 14, a head end gear shifting assembly, a reverse gear shaft 15, a first reverse gear driven gear 16 and a second reverse gear driven gear 17 which are fixedly connected on the reverse gear shaft 15, when the utility model is applied, a power device (such as a subsequent fuel power input mechanism 6 and an electric power input mechanism 7) connected with the input shaft 11 is arranged on the outer side of the gearbox body 4, the forward gear driving gear 12 is rotatably arranged on the input shaft 11 and connected with a speed change input gear 22, the head end synchronous gear 13 is fixedly connected on the input shaft 11, the reverse gear driving gear 14 is rotatably arranged on the input shaft 11 and connected with the first reverse gear driven gear 16, and the second reverse gear driven gear 17 is connected with the speed change input gear 22;

when the head end gear shifting assembly is connected with the head end synchronous gear 13, the driving gear mechanism 1 is in a neutral state; when the head end gear shifting assembly is connected with the head end synchronous gear 13 and the forward gear driving gear 12 and enables the head end synchronous gear 13 and the forward gear driving gear 12 to synchronously operate, the driving gear mechanism 1 is in a forward gear state and is used for realizing forward operation of a vehicle; when the head-end gear shifting assembly is connected with the head-end synchronous gear 13 and the reverse gear driving gear 14 and enables the head-end synchronous gear 13 and the reverse gear driving gear 14 to synchronously operate, the driving gear mechanism 1 is in a reverse gear state and is used for realizing the reverse operation of a vehicle, and the driving gear mechanism 1 realizes the gear switching through the head-end gear shifting assembly.

In some embodiments of the present utility model, the forward gear driving gear 12 includes a third sub-gear 121 for connecting with the head end gear shifting assembly and a fourth sub-gear 122 coaxially fixedly connected to the side of the third sub-gear 121 and connected to the speed change input gear 22, the vertical cross sections of the third sub-gear 121, the head end synchronizing gear 13 and the reverse gear driving gear 14 are identical, the fourth sub-gear 122, the third sub-gear 121, the head end synchronizing gear 13 and the reverse gear driving gear 14 are sequentially arranged along the transverse direction, the diameters of the third sub-gear 121, the head end synchronizing gear 13 and the reverse gear driving gear 14 are identical, and the diameter of the fourth sub-gear 122 is larger than the diameter of the third sub-gear 121.

In some embodiments of the utility model, the end shift assembly and the head shift assembly both comprise a synchronizing ring 51, a shifting fork 52 connected with the synchronizing ring 51, a shift shaft 53 fixedly connected with the shifting fork 52, a mounting seat 54 arranged on the outer side surface of the gearbox body 4, and a rocker arm 55 hinged on the mounting seat 54 and connected with the shift shaft 53 and used for driving the shift shaft 53 to move transversely.

The inner part of the synchronizing ring 51 is provided with positioning holes 511 penetrating through the left side and the right side of the synchronizing ring, and the positioning holes 511 of the tail end shifting assembly are the same as the vertical section of the tail end synchronizing gear 24, so that the synchronizing ring 51 of the tail end shifting assembly can be matched with the first sub gear 251, the tail end synchronizing gear 24 and the tail end low-speed driving gear 23; the positioning hole 511 of the head end gear shifting assembly is the same as the vertical section of the head end synchronous gear 13, so that the synchronous ring 51 of the head end gear shifting assembly can be matched with the third sub-gear 121, the head end synchronous gear 13 and the reverse gear driving gear 14, and the gear shifting assembly adopting the synchronous ring 51 has the advantages of small integral size, small gear shifting impact, no gear jump, high transmission efficiency and long service life.

Three positioning grooves 531 which are sequentially arranged along the axial direction of the gear shift shaft 53 are arranged on the gear shift shaft 53 corresponding to the gear shift state, in this embodiment, the positioning grooves 531 are positioned on the left side of the shifting fork 52, and the three positioning grooves 531 of the gear shift shaft 53 of the tail end gear shift assembly sequentially correspond to the low gear shift state, the neutral gear shift state and the high gear shift state of the speed change gear mechanism 2; the three positioning grooves 531 of the head-end shift assembly shift shaft 53 correspond to the forward shift state, the neutral shift state, and the reverse shift state of the drive gear mechanism 1 in order.

The gear box body 4 is provided with a positioning ball 56, a spring 57 connected to the upper part of the positioning ball 56 and a positioning column 58 connected to the upper part of the spring 57, the positioning ball 56 is embedded into one of the positioning grooves 531, the positioning column 58 can be a bolt or a set screw, the positioning ball 56 and the positioning groove 531 are matched to prevent the occurrence of a gear jump condition, and the positioning ball 56 is transferred into the other adjacent positioning groove 531 from the original matched positioning groove 531 during gear shifting.

When the synchronizing ring 51 of the end shift assembly is sleeved on the end synchronizing gear 24, the speed change gear mechanism 2 is in a neutral state; the synchronizing ring 51 of the end shift assembly can be sleeved on the end synchronizing gear 24 and the end low-speed driving gear 23 from the neutral state position to move leftwards, so that the speed change gear mechanism 2 is switched to a low-speed state; the synchronizing ring 51 of the final shift assembly can be sleeved on the final synchronizing gear 24 and the first sub gear 251 of the final high-speed driving gear 25 from the neutral state position to the right, so that the speed change gear mechanism 2 is switched to the high-speed state.

When the synchronizing ring 51 of the head-end shifting assembly is sleeved on the head-end synchronizing gear, the driving gear mechanism 1 is in a neutral state; the synchronizing ring 51 of the head end shifting assembly can be sleeved on the head end synchronizing gear 13 and the third sub gear 121 of the forward gear driving gear 12 from the neutral state position to move leftwards, so that the driving gear mechanism 1 is switched to the forward gear state; the synchronizing ring 51 of the head-end shifting assembly can be sleeved on the head-end synchronizing gear 13 and the reverse gear driving gear 14 from the position of the neutral gear state to the right, so that the driving gear mechanism 1 is switched to the reverse gear state.

In some embodiments of the present utility model, the reverse gear shaft 15 is located at the lower part of the input shaft 11, and bearings sleeved on the input shaft 11, the reverse gear shaft 15 and the speed change shaft 21 are arranged on the left side and the right side of the gearbox body 4.

In some embodiments of the present utility model, as shown in fig. 6, it includes:

the fuel power input mechanism 6, the fuel power input mechanism 6 includes the fuel engine, fuel power driving gear 61 connected with fuel engine output, drive shaft 62 connected with input shaft 11 through the coupling 64, fuel power driven gear 63 fixedly connected to drive shaft 62 and connected with fuel power driving gear 61, the fuel power driving gear 61 and fuel power driven gear 63 are circular arc helical gears, the coupling 64 can adopt the unidirectional coupling;

when the transmission adopts a driving mode of the fuel power input mechanism 6, the fuel engine operates, and the fuel power driving gear 61, the driving shaft 62 and the coupler 64 drive the input shaft 11 to operate;

the electric power input mechanism 7, the electric power input mechanism 7 comprises a motor 71, an electric power driving gear 72 fixedly connected with a motor shaft of the motor 71 and an electric power driven gear 73 connected with the electric power driving gear 72 and fixed on the input shaft 11, the motor 71 is powered by a connecting battery, and the fuel power input mechanism 6 and the electric power input mechanism 7 are respectively positioned at two sides of the gearbox body 4;

when the transmission adopts a driving mode of the electric power input mechanism 7, the battery provides electric energy to drive the motor 71 to operate, and the electric power driving gear 72 and the electric power driven gear 73 drive the input shaft 11 to operate;

the two ends of the same input shaft 11 are respectively connected with the power of the fuel power input mechanism 6 and the power of the electric power input mechanism 7.

The functional power output mechanism 8, the functional power output mechanism 8 comprises a belt pulley 81 fixedly connected to the driving shaft 62, the belt pulley 81 is positioned on the outer side of the fuel power driven gear 63, when the input shaft 11 runs, the belt pulley 81 is driven to rotate through the coupler 64 and the driving shaft 62, and the belt pulley 81 can be externally connected with other equipment needing power driving, such as a water pump, through a belt, so that the application range of the transmission is increased.

The foregoing is a preferred embodiment of the utility model showing and describing the general principles, features and advantages of the utility model. It will be understood by those skilled in the art that the present utility model is not limited to the foregoing embodiments, which have been described in the foregoing embodiments and description merely illustrates the principles of the utility model, and that various changes and modifications may be effected therein without departing from the spirit and scope of the utility model as defined in the appended claims and their equivalents.

Claims (9)

1. An adjustable gear speed change and differential speed integrator comprising:

a transmission case (4);

the driving gear mechanism (1), the said driving gear mechanism (1) is set up in the gear box body (4);

the speed change gear mechanism (2) is arranged on the speed change box body (4), and the speed change gear mechanism (2) is connected with the driving gear mechanism (1);

the differential gear mechanism (3), the differential gear mechanism (3) is arranged on the gearbox body (4), and the differential gear mechanism (3) is connected with the speed change gear mechanism (2);

the differential gear mechanism (3) comprises a differential seat (31), two half-shaft gears (32) which are arranged in the differential seat (31) and are arranged at left and right intervals, two planetary gears (33) which are respectively connected with the two half-shaft gears (32), and a tail end low-speed driven gear (34) and a tail end high-speed driven gear (35) which are fixedly connected on the differential seat (31) and are arranged at left and right intervals and are used for being connected with the speed change gear mechanism (2), an output half shaft (36) fixedly connected with the half-shaft gears (32) is rotationally arranged on the transmission body (4), a positioning shaft is arranged on the differential seat (31), and the planetary gears (33) are rotationally arranged on the positioning shaft.

2. The speed change and differential speed integrator according to claim 1, wherein the end low-speed driven gear (34) and the end high-speed driven gear (35) are respectively provided with a first shaft sleeve (37) extending outwards, bearings sleeved on the first shaft sleeve (37) are arranged in the gearbox body (4), the two side gears (32) are respectively positioned at the inner sides of the end low-speed driven gear (34) and the end high-speed driven gear (35), the end low-speed driven gear (34) and the end high-speed driven gear (35) are respectively positioned at the left side and the right side of the differential seat (31), the side gears (32) are provided with a second shaft sleeve (321), and the second shaft sleeve (321) of the side gears (32) is rotatably arranged in the first shaft sleeve (37) of the corresponding end low-speed driven gear (34) or end high-speed driven gear (35).

3. The variable speed and differential speed integrated machine according to claim 1, wherein the speed change gear mechanism (2) comprises a speed change shaft (21) rotatably arranged on the speed change box body (4), a speed change input gear (22), a tail end low speed driving gear (23), a tail end synchronous gear (24), a tail end high speed driving gear (25) and a tail end gear shifting component, the speed change input gear (22) is connected with the driving gear mechanism (1), the speed change input gear (22) and the tail end synchronous gear (24) are fixedly connected on the speed change shaft (21), the tail end low speed driving gear (23) and the tail end high speed driving gear (25) are rotatably arranged on the speed change shaft (21), the tail end low speed driving gear (23) is connected with a tail end low speed driven gear (34), and the tail end high speed driving gear (25) is connected with a tail end high speed driven gear (35);

when the tail end shifting assembly is connected with the tail end synchronous gear (24), the speed change gear mechanism (2) is in a neutral state; when the tail end gear shifting assembly is connected with the tail end synchronous gear (24) and the tail end low-speed driving gear (23) and enables the tail end synchronous gear and the tail end low-speed driving gear to synchronously operate, the speed change gear mechanism (2) is in a low-speed gear state; when the end gear shifting assembly is connected with the end synchronous gear (24) and the end high-speed driving gear (25) and enables the end synchronous gear and the end high-speed driving gear to synchronously operate, the speed change gear mechanism (2) is in a high-speed gear state.

4. The speed change and differential speed integrator according to claim 3, wherein the final high-speed driving gear (25) comprises a first sub-gear (251) for being matched with the final shift assembly and a second sub-gear (252) coaxially fixedly connected to the side of the first sub-gear (251) and connected to the final high-speed driven gear (35), the vertical sections of the first sub-gear (251), the final synchronous gear (24) and the final low-speed driving gear (23) are identical, and the speed change input gear (22), the final low-speed driving gear (23), the final synchronous gear (24), the first sub-gear (251) and the second sub-gear (252) are sequentially arranged along the transverse direction.

5. A gear-variable speed and differential speed integrated machine according to claim 3, characterized in that the drive gear mechanism (1) comprises an input shaft (11) rotatably arranged on the gearbox body (4), a forward gear driving gear (12), a head end synchronizing gear (13), a reverse gear driving gear (14), a head end gear shifting assembly, a reverse gear shaft (15), a first reverse gear driven gear (16) and a second reverse gear driven gear (17) which are fixedly connected on the reverse gear shaft (15), the forward gear driving gear (12) is rotatably arranged on the input shaft (11) and connected with a speed-variable input gear (22), the head end synchronizing gear (13) is fixedly connected on the input shaft (11), the reverse gear driving gear (14) is rotatably arranged on the input shaft (11) and connected with the first reverse gear driven gear (16), and the second reverse gear driven gear (17) is connected with the speed-variable input gear (22);

when the head end gear shifting assembly is connected with the head end synchronous gear (13), the driving gear mechanism (1) is in a neutral state; when the head end gear shifting assembly is connected with the head end synchronous gear (13) and the forward gear driving gear (12) and enables the two gears to synchronously operate, the driving gear mechanism (1) is in a forward gear state; when the head end gear shifting assembly is connected with the head end synchronous gear (13) and the reverse gear driving gear (14) and enables the two gears to synchronously operate, the driving gear mechanism (1) is in a reverse gear state.

6. The speed change and differential speed integrator according to claim 5, wherein the forward gear driving gear (12) comprises a third sub gear (121) connected with the head end gear shifting assembly and a fourth sub gear (122) coaxially fixedly connected to the side of the third sub gear (121) and connected with the speed change input gear (22), the vertical sections of the third sub gear (121), the head end synchronous gear (13) and the reverse gear driving gear (14) are identical, and the fourth sub gear (122), the third sub gear (121), the head end synchronous gear (13) and the reverse gear driving gear (14) are sequentially arranged along the transverse direction.

7. The speed change and differential speed integrated device according to claim 5, wherein the tail end shift assembly and the head end shift assembly each comprise a synchronizing ring (51), a shifting fork (52) connected with the synchronizing ring (51), a shift shaft (53) fixedly connected with the shifting fork (52), a mounting seat (54) arranged on the outer side surface of the gearbox body (4), a rocker arm (55) hinged on the mounting seat (54) and connected with the shift shaft (53) and used for driving the shift shaft (53) to transversely move, three positioning grooves (531) axially and sequentially arranged along the shift shaft (53) are arranged on the shift shaft (53) corresponding to the shift state, a positioning ball (56), a spring (57) connected to the upper part of the positioning ball (56) and a positioning column (58) connected to the upper part of the spring (57) are arranged on the gearbox body (4), and the positioning ball (56) is embedded in one of the positioning grooves (531);

the synchronizing ring (51) of the tail end shifting assembly is sleeved on the tail end synchronizing gear (24), or the tail end synchronizing gear (24) and the tail end low-speed driving gear (23), or the tail end synchronizing gear (24) and the tail end high-speed driving gear (25); the synchronizing ring (51) of the head-end gear shifting assembly is used for being sleeved on the head-end synchronizing gear (13), or on the head-end synchronizing gear (13) and the forward gear driving gear (12), or on the head-end synchronizing gear (13) and the reverse gear driving gear (14).

8. The variable speed and differential speed transmission according to claim 5, characterized in that the reverse gear shaft (15) is located in the lower part of the input shaft (11);

bearings sleeved on the input shaft (11), the reverse gear shaft (15) and the speed change shaft (21) are arranged on the left side and the right side of the speed change box body (4).

9. The adjustable gear shifting and differential integrator of claim 5, comprising:

the fuel power input mechanism (6) comprises a fuel engine, a fuel power driving gear (61) connected with the output end of the fuel engine, a driving shaft (62) connected with the input shaft (11) through a coupler (64), and a fuel power driven gear (63) fixedly connected to the driving shaft (62) and connected with the fuel power driving gear (61), wherein the fuel power driving gear (61) and the fuel power driven gear (63) are arc bevel gears;

the electric power input mechanism (7), the electric power input mechanism (7) comprises a motor (71), an electric power driving gear (72) fixedly connected with a motor shaft of the motor (71) and an electric power driven gear (73) connected with the electric power driving gear (72) and fixed on the input shaft (11), and the fuel power input mechanism (6) and the electric power input mechanism (7) are respectively positioned at two sides of the gearbox body (4);

the functional power output mechanism (8), the functional power output mechanism (8) comprises a belt pulley (81) fixedly connected to the driving shaft (62), and the belt pulley (81) is positioned outside the fuel power driven gear (63).