Gearbox, vehicle and engineering machinery

Abstract

The invention relates to the technical field of engineering machinery, and discloses a gearbox, a vehicle and engineering machinery, and the gearbox comprises a power output shaft, a first gear shifting gear shaft set, a secondary speed reduction shaft, a second gear shifting gear set and a third gear shifting gear set. The input end of the first gear shifting gear shaft set is in transmission connection with the output end of the power input part, and the first gear shifting gear shaft set can achieve switching of two gears and a neutral gear. The second-stage speed reduction shaft is in transmission connection with the output end of the first gear shifting gear shaft set. And the second gear shifting gear set is in transmission connection with the second-stage speed reduction shaft, the second gear shifting gear set can achieve switching of two gears and a neutral gear, and the second gear shifting gear set is in transmission connection with the power output shaft. And the third gear shifting gear set is in transmission connection with the second-stage speed reduction shaft, the third gear shifting gear set can achieve switching of two gears and a neutral gear, and the third gear shifting gear set is in transmission connection with the power output shaft. The gear is added, and it is guaranteed that the large-tonnage engineering vehicle can be used in various application scenes.

Description

Technical Field

[0001] The present application relates to the technical field of engineering machinery, and in particular to a gearbox, a vehicle and engineering machinery. Background Art

[0002] The gearbox is an indispensable component assembly in a vehicle. It is mainly used to change the driving force and driving speed of the vehicle under the premise that the engine speed and torque remain unchanged.

[0003] The non-power interruption scheme of the gearbox in the related art is mostly a dual-motor four-speed transmission route structure, which mainly connects two sets of shifting systems through two motors respectively. Before shifting, one set of shifting systems is guaranteed to work normally, and the other set of shifting systems is switched to achieve non-power interruption shifting. When the gear position of the vehicle transmission device is adjusted, at least one of the shifting systems is kept unchanged, the power output is maintained, and the power output shaft is connected to the output ends of two or more of the shifting systems, and the structures of the two adjacent shifting systems are symmetrical about the power output shaft.

[0004] However, the related technology can only provide four gears. For large-tonnage engineering vehicles, it is impossible to take into account both power and speed, and the application scenarios are limited, especially in large-load climbing conditions. Summary of the invention

[0005] In view of this, the present application provides a transmission device, a vehicle and an engineering machine to solve the problem of limited application scenarios of large-tonnage engineering vehicles due to the small number of gears.

[0006] In the first aspect, the present application provides a gearbox, including a power output shaft, a first shift gear shaft group, a secondary reduction shaft, a second shift gear group and a third shift gear group. The input end of the first shift gear shaft group is transmission-connected to the output end of the power input part, and the first shift gear shaft group can realize the switching between two gears and neutral gear. The secondary reduction shaft is transmission-connected to the output end of the first shift gear shaft group. The second shift gear group is transmission-connected to the secondary reduction shaft, the second shift gear group can realize the switching between two gears and neutral gear, and the second shift gear group is transmission-connected to the power output shaft. The third shift gear group is transmission-connected to the secondary reduction shaft, the third shift gear group can realize the switching between two gears and neutral gear, and the third shift gear group is transmission-connected to the power output shaft.

[0007] Beneficial effects: The first shift gear shaft group is provided with two gears to drive the secondary reduction shaft, and the second shift gear group and the third shift gear group provided on the secondary reduction shaft are respectively provided with two gears to drive the power output shaft, so that the entire gearbox has a total of eight gears, which can realize multi-speed shifting, optimize the speed ratio distribution, and especially increase the low-speed gear ratio of the first shift gear shaft group, so as to ensure that under high load, a single shift system can still meet the power demand and improve the efficiency of the power system. At the same time, by increasing the gears, it can be ensured that large-tonnage engineering vehicles can be used in various application scenarios.

[0008] In an optional embodiment, the first shift gear shaft group includes a primary reduction shaft, an idler gear, a transmission gear group, a direct gear hub, a secondary reduction gear and a coupling sleeve.

[0009] The input end of the primary reduction shaft is transmission-connected to the output end of the power input part. The idler gear is sleeved on the primary reduction shaft, and the idler gear can rotate along the circumferential direction of the primary reduction shaft. The transmission gear set is arranged on the primary reduction shaft, and the transmission gear set is transmission-connected to the primary reduction shaft. The direct gear hub is sleeved on the primary reduction shaft, and the direct gear hub is fixedly connected to the primary reduction shaft. The secondary reduction gear is sleeved on the secondary reduction shaft, and the secondary reduction gear is fixedly connected to the secondary reduction shaft. The first end of the combining sleeve is meshed with the secondary reduction gear, and the combining sleeve can move along the axial direction of the primary reduction shaft, and the second end is meshed with the transmission gear set or the direct gear hub or the idler gear.

[0010] Beneficial effects: The coupling sleeve is displaced along the axial direction of the primary reduction shaft, and the first end of the coupling sleeve and the secondary reduction gear can slide against each other, but always maintain a meshing state. During the sliding process along the axial direction of the primary reduction shaft, the second end of the coupling sleeve can respectively mesh with one of the transmission gear set, the direct gear hub and the idler gear, corresponding to different gear positions. When the second end of the coupling sleeve is meshed with the idler gear, it is in a neutral state with no power output. When the second end of the coupling sleeve is meshed with the transmission gear set, it is in a low gear. When the second end of the coupling sleeve is meshed with the direct gear hub, it is in a high gear. By adjusting the position of the coupling sleeve, the input of power of different gears to the secondary reduction shaft can be achieved.

[0011] In an optional embodiment, the transmission gear set includes a sun gear and a planet carrier, the sun gear sleeve is arranged on the primary reduction shaft, the sun gear is fixedly connected to the primary reduction shaft, the planet carrier is connected to the sun gear through a planetary gear, and the planet carrier is provided with a coupling tooth, and the coupling tooth is meshed with the second end of the coupling sleeve.

[0012] Beneficial effect: The transmission gear set is set as a sun planetary gear system, which can reduce the input power of the power input part and cooperate with the direct gear hub to achieve the setting of high and low gears.

[0013] In an optional implementation, the second shifting gear set includes a first three-stage reduction gear, a first shifting gear and a first sliding sleeve.

[0014] The first three-stage reduction gear is sleeved on the secondary reduction shaft and fixedly connected to the secondary reduction shaft. Two first shift gears are provided, sleeved on the secondary reduction shaft, and respectively provided on both sides of the first three-stage reduction gear, and both of the first shift gears can rotate along the circumferential direction of the secondary reduction shaft. The first sliding sleeve is meshed with the first three-stage reduction gear, and the first sliding sleeve can move along the axial direction of the secondary reduction shaft and mesh with one of the two first shift gears.

[0015] Beneficial effect: After the primary reduction shaft inputs power to the secondary reduction shaft, the second shift gear set arranged on the secondary reduction shaft inputs power to the power output shaft, the secondary reduction shaft rotates and thereby drives the first and third reduction gears to rotate, the first sleeve in the second shift gear set can move along the axial direction of the secondary reduction shaft, the first sleeve always keeps meshing with the first and third reduction gears, and through the movement of the first sleeve, it can respectively mesh with the two first shift gears, the two first shift gears and the power output shaft have different transmission ratios respectively, thereby realizing transmission of different gears.

[0016] In an optional implementation, the third shifting gear set includes a second three-stage reduction gear, a second shifting gear and a second sliding sleeve.

[0017] The second third-stage reduction gear is sleeved on the secondary reduction shaft and fixedly connected to the secondary reduction shaft.

[0018] The second shift gears are provided at two positions, sleeved on the secondary reduction shaft, and respectively provided on both sides of the second third reduction gear, and both the second shift gears can rotate along the circumferential direction of the secondary reduction shaft. The second sliding sleeve is meshed with the second third reduction gear, and the second sliding sleeve can move along the axial direction of the secondary reduction shaft and mesh with one of the two second shift gears.

[0019] Beneficial effect: after the first-stage reduction shaft inputs power to the second-stage reduction shaft, the third shift gear set arranged on the second-stage reduction shaft inputs power to the power output shaft, the second-stage reduction shaft rotates and drives the second and third-stage reduction gears to rotate, the second sleeve in the third shift gear set can move along the axial direction of the second-stage reduction shaft, the second sleeve always keeps meshing with the second and third-stage reduction gears, and through the movement of the second sleeve, it can respectively mesh with the two second shift gears, the two second shift gears and the power output shaft have different transmission ratios respectively, thereby realizing transmission of different gears.

[0020] In an optional embodiment, it also includes a first power gear and a second power gear.

[0021] There are two first power gears, the two first shift gears mesh with the two first power gears, the first power gear is sleeved on the power output shaft, and the first power gear is fixedly connected to the power output shaft. There are two second power gears, the two second shift gears mesh with the two second power gears, the second power gear is sleeved on the power output shaft, and the second power gear is fixedly connected to the power output shaft. The first shift gear shaft group, the secondary reduction shaft, the second shift gear group and the third shift gear group constitute a shift system, and the shift system can be set to multiple, the first shift gears in multiple shift systems are all meshed with the first power gear, and the second shift gears in multiple shift systems are all meshed with the second power gear.

[0022] Beneficial effect: The first power gear is meshed with the first shift gear, and the second power gear is meshed with the second shift gear, and different transmission ratios are set respectively. Therefore, the second shift gear set and the third shift gear set have two different gears respectively, and a total of four different gears are set. Combined with the two different gears of the first shift gear shaft set, the gearbox is set with a total of eight different gears.

[0023] In an optional embodiment, the power input part includes a motor and a primary reduction gear, the primary reduction gear is sleeved on the primary reduction shaft and fixedly connected to the primary reduction shaft, and the primary reduction gear is transmission-connected to the output end of the motor.

[0024] Beneficial effect: the output end of the motor drives the primary reduction gear to rotate, and then drives the primary reduction shaft to rotate, so as to realize the transmission of the first shift gear shaft group.

[0025] In an optional embodiment, a plurality of motors are provided, and output ends of the plurality of motors are all transmission-connected to the primary reduction gear.

[0026] Beneficial effect: Setting up multiple motors can increase torque and enhance load.

[0027] In a second aspect, the present application also provides a vehicle, comprising the gearbox.

[0028] Because the vehicle includes a gearbox, it has the same effect as the gearbox and will not be described in detail here.

[0029] In a third aspect, the present application also provides an engineering machinery including the vehicle.

[0030] Since the construction machinery includes vehicles and has the same effects as vehicles, they will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0032] Figure 1 A schematic diagram of the structure of a gearbox according to an embodiment of the present application;

[0033] Figure 2 This is a schematic diagram of the structure in which the first shift gear shaft group is in a low gear in the embodiment of the present application;

[0034] Figure 3 This is a structural schematic diagram of the first shift gear shaft group in the embodiment of the present application being in high gear;

[0035] Figure 4 This is a schematic diagram of the structure of the power input part in the embodiment of the present application;

[0036] Figure 5 This is a schematic diagram of the structure of the first shift gear shaft group in the embodiment of the present application;

[0037] Figure 6 This is a schematic diagram of the structure of the second shift gear set in the embodiment of the present application;

[0038] Figure 7 Schematic diagram of the structure of the third shifting gear set in the embodiment of the present application.

[0039] Description of reference numerals:

[0040] 1. Power output shaft; 2. First shift gear shaft group; 201. Primary reduction shaft; 202. Idle gear; 203. Transmission gear group; 2031. Sun gear; 2032. Planet carrier; 2033. Coupling gear; 204. Direct gear hub; 205. Secondary reduction gear; 206. Coupling sleeve; 3. Power input part; 301. Motor; 302. Primary reduction gear; 4. Second shift gear group; 401. First three-stage reduction gear; 402. First shift gear; 403. First sliding sleeve; 5. Third shift gear group; 501. Second three-stage reduction gear; 502. Second shift gear; 503. Second sliding sleeve; 6. Secondary reduction shaft; 7. First power gear; 8. Second power gear. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of this application.

[0042] Combine the following Figures 1 to 7 , describing an embodiment of the present application.

[0043] According to an embodiment of the present application, on the one hand, a gearbox is provided, including a power output shaft 1, a first shift gear shaft group 2, a secondary reduction shaft 6, a second shift gear group 4 and a third shift gear group 5. The input end of the first shift gear shaft group 2 is transmission-connected to the output end of the power input part 3, and the first shift gear shaft group 2 can realize the switching between two gears and neutral gear. The secondary reduction shaft 6 is transmission-connected to the output end of the first shift gear shaft group 2. The second shift gear group 4 is transmission-connected to the secondary reduction shaft 6, and the second shift gear group 4 can realize the switching between two gears and neutral gear, and the second shift gear group 4 is transmission-connected to the power output shaft 1. The third shift gear group 5 is transmission-connected to the secondary reduction shaft 6, and the third shift gear group 5 can realize the switching between two gears and neutral gear, and the third shift gear group 5 is transmission-connected to the power output shaft 1.

[0044] It can be understood that the power output shaft 1 is the total output end of the gearbox, and the power input part 3 can realize the input of power. The power input part 3 inputs power to the first shift gear shaft group 2. The first shift gear shaft group 2 is provided with a neutral gear and two gears. When the first shift gear shaft group 2 is in a neutral state, no matter what gear the second shift gear group 4 and the third shift gear group 5 are in, the gearbox is in a neutral state. The second shift gear group 4 and the third shift gear group 5 are also respectively provided with a neutral gear and two gears, and the secondary reduction shaft 6 is correspondingly provided with four gears that can output power, which can cooperate with the two gears of the first shift gear shaft group 2 to form a total of eight different output gears.

[0045] It should be noted that any one gear of the second shift gear set 4 and the third shift gear set 5 can be reduced, and there are three gears on the secondary reduction shaft 6, which can be combined with the two gears of the first shift gear shaft set 2 to form a total of six different output gears.

[0046] In this embodiment, the first shift gear shaft group 2 is provided with two gears to drive the secondary reduction shaft 6, and the second shift gear group 4 and the third shift gear group 5 provided on the secondary reduction shaft 6 are respectively provided with two gears to drive the power output shaft 1, so that the entire gearbox has a total of eight gears, which can realize multi-speed shifting, optimize the speed ratio distribution, and especially increase the low-speed gear ratio of the first shift gear shaft group 2, so as to ensure that under high load, a single shift system can still meet the power demand and improve the efficiency of the power system. At the same time, by increasing the gears, it can be ensured that large-tonnage engineering vehicles can be used in various application scenarios.

[0047] In some embodiments, the first shift gear shaft group 2 includes a primary reduction shaft 201 , an idler gear 202 , a transmission gear group 203 , a direct gear hub 204 , a secondary reduction gear 205 and a coupling sleeve 206 .

[0048] The input end of the primary reduction shaft 201 is transmission-connected with the output end of the power input part 3. The idler gear 202 is sleeved on the primary reduction shaft 201, and the idler gear 202 can rotate along the circumferential direction of the primary reduction shaft 201. The transmission gear set 203 is arranged on the primary reduction shaft 201, and the transmission gear set 203 is transmission-connected with the primary reduction shaft 201. The direct gear hub 204 is sleeved on the primary reduction shaft 201, and the direct gear hub 204 is fixedly connected with the primary reduction shaft 201. The secondary reduction gear 205 is sleeved on the secondary reduction shaft 6, and the secondary reduction gear 205 is fixedly connected with the secondary reduction shaft 6. The first end of the coupling sleeve 206 is meshed with the secondary reduction gear 205, and the coupling sleeve 206 can move along the axial direction of the primary reduction shaft 201, and the second end is meshed with the transmission gear set 203 or the direct gear hub 204 or the idler gear 202.

[0049] It can be understood that the primary reduction shaft 201 is connected to the sun gear 2031 and the direct gear hub 204 in the transmission gear set 203, that is, the primary reduction shaft 201 is driven by the power input part 3, and the sun gear 2031 and the direct gear hub 204 rotate synchronously. The sun gear 2031, which is composed of the sun gear 2031, the planetary carrier 2032, the planetary gear and the coupling sleeve 206, is a prior art and will not be described in detail here. An idler gear 202 is arranged on the primary reduction shaft 201, and the two ends of the coupling sleeve 206 are meshing tooth structures. When the coupling sleeve 206 is in the middle position and the idler gear 202 is meshed with the coupling sleeve 206, there is no power output, which is neutral gear. When the coupling sleeve 206 moves to the left to connect the coupling teeth 2033 on the planetary carrier 2032, the power flows from the planetary carrier 2032 through the coupling sleeve 206 to the secondary reduction gear 205, and to the secondary reduction shaft 6, which is a low speed gear. When the coupling sleeve 206 moves to the right and connects to the direct gear hub 204, the power flows from the direct gear hub 204 and the coupling sleeve 206 to the secondary reduction gear 205 and then to the secondary reduction shaft 6, which is a high gear. The above is the secondary reduction part.

[0050] It should be noted that the idler gear 202 is located between the transmission gear set 203 and the direct gear hub 204 .

[0051] In this embodiment, the coupling sleeve 206 is displaced along the axial direction of the primary reduction shaft 201, and the first end of the coupling sleeve 206 and the secondary reduction gear 205 can slide with each other, but always maintain a meshing state. During the sliding process along the axial direction of the primary reduction shaft 201, the second end of the coupling sleeve 206 can be meshed with one of the transmission gear set 203, the direct gear hub 204 and the idler gear 202, respectively, corresponding to different gears. When the second end of the coupling sleeve 206 is meshed with the idler gear 202, it is in a neutral state with no power output. When the second end of the coupling sleeve 206 is meshed with the transmission gear set 203, it is in a low gear. When the second end of the coupling sleeve 206 is meshed with the direct gear hub 204, it is in a high gear. By adjusting the position of the coupling sleeve 206, the input of power of different gears to the secondary reduction shaft 6 can be achieved.

[0052] In some embodiments, the transmission gear set 203 includes a sun gear 2031 and a planet carrier 2032. The sun gear 2031 is sleeved on the primary reduction shaft 201. The sun gear 2031 is fixedly connected to the primary reduction shaft 201. The planet carrier 2032 is transmission-connected to the sun gear 2031 through a planetary gear. The planet carrier 2032 is provided with a coupling tooth 2033, and the coupling tooth 2033 is meshed with the second end of the coupling sleeve 206.

[0053] Optionally, the primary reduction shaft 201 drives the sun gear 2031 to rotate. The sun gear 2031 drives the planetary gear, the planetary carrier 2032 and the coupling tooth 2033 arranged on the planetary carrier 2032 to rotate. The sun gear 2031 is the active part, the planetary carrier 2032 is the driven part, and the planetary ring gear is fixed. At this time, the planetary carrier 2032 rotates in the same direction as the sun gear 2031 and the speed is lower than the speed of the sun gear 2031, so the speed of the coupling tooth 2033 is lower than the speed of the primary reduction shaft 201. When the secondary reduction gear 205 is connected to the coupling tooth 2033, the first shift gear shaft group 2 is in a low gear state.

[0054] In this embodiment, the transmission gear set 203 is configured as a sun-planetary gear system, which can reduce the input power of the power input part 3 and cooperate with the direct gear hub 204 to achieve the setting of high and low gear positions.

[0055] In some embodiments, the second shifting gear set 4 includes a first three-stage reduction gear 401 , a first shifting gear 402 and a first sliding sleeve 403 .

[0056] The first three-stage reduction gear 401 is sleeved on the secondary reduction shaft 6 and fixedly connected to the secondary reduction shaft 6. Two first shift gears 402 are provided, sleeved on the secondary reduction shaft 6, and respectively provided on both sides of the first three-stage reduction gear 401, and both first shift gears 402 can rotate along the circumferential direction of the secondary reduction shaft 6. The first sliding sleeve 403 is meshed with the first three-stage reduction gear 401, and the first sliding sleeve 403 can move along the axial direction of the secondary reduction shaft 6, and meshes with one of the two first shift gears 402.

[0057] It can be understood that when the first sleeve 403 moves to the left, the power is transmitted from the secondary reduction shaft 6 to one of the first shift gears 402 through the first and third reduction gears 401 and the first sleeve 403, and then the power is input to the power output shaft 1. When the first sleeve 403 moves to the right, the power is transmitted from the secondary reduction shaft 6 to another first shift gear 402 through the first and third reduction gears 401 and the first sleeve 403, and then the power is input to the power output shaft 1.

[0058] In this embodiment, after the first-stage reduction shaft 201 inputs power to the second-stage reduction shaft 6, the second shift gear set 4 arranged on the second-stage reduction shaft 6 inputs power to the power output shaft 1, and the second-stage reduction shaft 6 rotates to drive the first-stage three-stage reduction gear 401 to rotate. The first sleeve 403 in the second shift gear set 4 can move along the axial direction of the second-stage reduction shaft 6, and the first sleeve 403 always keeps meshing with the first-stage three-stage reduction gear 401. Through the movement of the first sleeve 403, it can be respectively meshed with the two first shift gears 402. The two first shift gears 402 have different transmission ratios with the power output shaft 1, respectively, thereby realizing transmission of different gears.

[0059] In some embodiments, the third shifting gear set 5 includes a second three-stage reduction gear 501 , a second shifting gear 502 , and a second sliding sleeve 503 .

[0060] The second and third stage reduction gears 501 are sleeved on the secondary reduction shaft 6 and are fixedly connected to the secondary reduction shaft 6 .

[0061] The second shift gears 502 are arranged at two ends, sleeved on the secondary reduction shaft 6, and respectively arranged on both sides of the second and third reduction gears 501, and both second shift gears 502 can rotate along the circumferential direction of the secondary reduction shaft 6. The second sliding sleeve 503 is meshed with the second and third reduction gears 501, and the second sliding sleeve 503 can move along the axial direction of the secondary reduction shaft 6, and mesh with one of the two second shift gears 502.

[0062] It can be understood that when the second sleeve 503 moves to the left, the power is transmitted from the secondary reduction shaft 6 to one of the second shift gears 502 through the second and third reduction gears 501 and the second sleeve 503, and then the power is input to the power output shaft 1. When the second sleeve 503 moves to the right, the power is transmitted from the secondary reduction shaft 6 to another second shift gear 502 through the second and third reduction gears 501 and the second sleeve 503, and then the power is input to the power output shaft 1.

[0063] In this embodiment, after the first-stage reduction shaft 201 inputs power to the second-stage reduction shaft 6, the third shift gear set 5 arranged on the second-stage reduction shaft 6 inputs power to the power output shaft 1, and the second-stage reduction shaft 6 rotates to drive the second-stage and third-stage reduction gears 501 to rotate. The second sleeve 503 in the third shift gear set 5 can move along the axial direction of the second-stage reduction shaft 6, and the second sleeve 503 always keeps meshing with the second-stage and third-stage reduction gears 501. Through the movement of the second sleeve 503, it can be respectively meshed with the two second shift gears 502. The two second shift gears 502 have different transmission ratios with the power output shaft 1, respectively, thereby realizing transmission of different gears.

[0064] In some embodiments, a first power gear 7 and a second power gear 8 are also included.

[0065] There are two first power gears 7, two first shift gears 402 mesh with the two first power gears 7, the first power gear 7 is sleeved on the power output shaft 1, and the first power gear 7 is fixedly connected to the power output shaft 1. There are two second power gears 8, two second shift gears 502 mesh with the two second power gears 8, the second power gear 8 is sleeved on the power output shaft 1, and the second power gear 8 is fixedly connected to the power output shaft 1. Among them, the first shift gear shaft group 2, the secondary reduction shaft 6, the second shift gear group 4 and the third shift gear group 5 constitute a shift system, and the shift system can be set to multiple, the first shift gears 402 in multiple shift systems are all meshed with the first power gear 7, and the second shift gears 502 in multiple shift systems are all meshed with the second power gear 8.

[0066] It can be understood that the gearbox can be divided into two sets of symmetrical structure shifting system A and shifting system B that can work independently. The A and B systems can output independently or jointly to drive the power output shaft 1.

[0067] Optionally, the first shift gear 402 is provided with two circles of gears, wherein one circle of gears is used to mesh with the first power gear 7 , and the other circle of gears is used to mesh with the first sliding sleeve 403 to achieve transmission connection.

[0068] Optionally, the second shift gear 502 is provided with two circles of gears, wherein one circle of gears is used to mesh with the second power gear 8 , and the other circle of gears is used to mesh with the second sliding sleeve 503 to achieve transmission connection.

[0069] In this embodiment, the first power gear 7 is meshed with the first shift gear 402, and the second power gear 8 is meshed with the second shift gear 502, and different transmission ratios are set respectively. Therefore, the second shift gear group 4 and the third shift gear group 5 respectively have two different gears, and a total of four different gears are set. In conjunction with the two different gears of the first shift gear shaft group 2, the gearbox is set with a total of eight different gears.

[0070] In some embodiments, the power input part 3 includes a motor 301 and a primary reduction gear 302 . The primary reduction gear 302 is sleeved on the primary reduction shaft 201 and fixedly connected to the primary reduction shaft 201 . The primary reduction gear 302 is transmission-connected to the output end of the motor 301 .

[0071] It can be understood that the motor 301 can be connected to the input shaft of the motor 301 through a spline, and meshed with the primary reduction gear 302, and output power through the primary reduction shaft 201, which is the primary reduction part. The first shift gear shaft group 2 is the secondary reduction part. The second shift gear group 4 and the third shift gear group 5 are the tertiary reduction part.

[0072] It should be noted that the input shaft of the motor 301 is provided with a gear that meshes with the primary reduction gear 302 to achieve a transmission connection.

[0073] In this embodiment, the output end of the motor 301 drives the primary reduction gear 302 to rotate, and then drives the primary reduction shaft 201 to rotate, so as to realize the transmission of the first shift gear shaft group 2.

[0074] In some embodiments, multiple motors 301 are provided, and output ends of the multiple motors 301 are all transmission-connected to the primary reduction gear 302 .

[0075] Optionally, two clicks can be set in each power input part 3, and the two motors 301 are respectively connected to the input shaft of the motor 301 through a spline, and are meshed with the primary reduction gear 302 together.

[0076] In this embodiment, multiple motors 301 are provided to increase torque and strengthen load.

[0077] Working principle:

[0078] 1. Speed ​​ratio matches motor 301 capacity:

[0079] The independent shifting system A or B is provided with 8 gears. In order to achieve no power interruption, usually before the shifting, the shifting system A or B works alone, and the other system performs the shifting first. After the system has successfully switched to the target gear, A and B exchange power to achieve true no power interruption. However, under large tonnage and high load, two motors 301 are usually required to work at the same time to meet the power demand. In this case, the shifting is usually restricted to prevent dangerous situations such as gear shift failure and slope slip.

[0080] This application provides the low speed gear ratio and the capacity matching of the motor 301 for this situation:

[0081] Assuming that the peak torque of motor 301 is X1 and the nominal torque is X2, the maximum required output torque X3 of the first gear of the gearbox can be calculated according to the power demand of the whole vehicle. By utilizing the working characteristics of motor 301, it can work for a short time (for example, 1 minute) at peak torque. At this time, the first gear speed ratio of the gearbox needs to satisfy the larger value of the following two speed ratio calculations n1=X3 / X1; n1=X3 / (2·X2).

[0082] In order to ensure that the single shift system motor 301 can operate within the nominal range after the adjacent gears are switched at low speed and high torque, and to improve the operability of subsequent load mutations, the adjacent gear speed ratio n2 / n1>X1 / X2 is usually set at low speed.

[0083] 2. Calculation instructions for shifting the gear system:

[0084] The two gears of the second shift gear set 4 are set as the first and second gears of the three-stage reduction. The two gears of the third shift gear set 5 are set as the third and fourth gears of the three-stage reduction.

[0085] Taking the shift from second gear to first gear as an example, when the gearbox is working in the second gear, in order to keep the motor 301 in the high-efficiency working area, the two shift systems AB usually work at the same time. Assuming that the input torques of the motors 301 of the AB systems are both Z1, the second gear ratio is n2, and the output torque is Z2=2·Z1·n2. When the gearbox receives a first gear request, under the premise of ensuring that the output torque Z2 remains unchanged, the torque of the motor 301 of the A system decreases from Z1 to 0, and the torque of the motor 301 of the B system increases from Z1 to 2Z1 (at this time, the torque of the motor 301 is between the nominal torque X2 and the peak torque X1). The above completes the first step of the power shift. After the torque of the motor 301 of system A drops to 0, the first slide 403 of the second shift gear set 4 first moves from the right second gear position to the middle position to be free, and then adjusts the speed of the motor 301 of system A so that the rotation speed of the first three-stage reduction gear 401 of the second shift gear set 4 is close to the speed of the first shift gear 402 of the left first gear position, and then controls the first slide 403 to move from the middle position to the left to be combined, and the above completes the second step of power shifting. Increase the input torque of the motor 301 of system A, and simultaneously reduce the input torque of the motor 301 of system B. Assuming that the torque value of the increased motor 301 of system A is △Za1, and the torque value of the decreased motor 301 of system B is △Zb1, in order to ensure that the vehicle has no power interruption or impact, it is necessary to ensure that △Za1·n1=△Zb1·n2 in the alternating process until the torque of the motor 301 of system B drops to 0, and the above completes the third step of power shifting. Usually, the time of the above three steps needs to be strictly controlled within the peak working time requirement of the motor 301 to avoid the motor 301 from burning due to long-term high-power operation. After the torque of the motor 301 of system B drops to 0, similar to the second step of the power shift, the first slide 403 first moves from the first shift gear 402 in the second gear position on the right to the middle position to be free, and then adjusts the speed of the motor 301 of system B so that the rotation speed of the first three-stage reduction gear 401 is close to the speed of the first shift gear 402 in the first gear position on the left, and then controls the first slide 403 to move from the middle position to the left to be combined, and the fourth step of the power shift is completed. In order to cope with the subsequent sudden change or increase in load, the B system needs to intervene to increase the input torque of the motor 301 of system B and simultaneously reduce the input torque of the motor 301 of system A. Assuming that the torque value of the motor 301 of system B is △Zb2 and the torque value of the motor 301 of system A is △Za2, in order to ensure that the vehicle has no power interruption or impact, it is necessary to ensure that △Za2·n1=△Zb2·n1 in the alternating process until the torque of the motor 301 of system B is equivalent to the torque of the motor 301 of system A. At this time, the fifth step of the power shift is completed, and the dual systems output together. The principles of other gear shifting are similar to those mentioned above, and the steps are similar to the above five steps.

[0086] 3. Transmission route realization:

[0087] like Figure 2 The first shift gear shaft group 2 is a low-speed gear transmission route diagram. The first shift gear shaft group 2 is a two-stage reduction part, using a single-row planetary gear, and the low-speed gear is realized by connecting the planet carrier 2032 and the two-stage reduction gear 205 through the coupling sleeve 206. The speed ratio is 1+α, where α is the planetary gear ratio. Figure 3 It is the high-speed transmission route diagram of the first shift gear shaft group 2. The high-speed gear is a direct gear with a speed ratio of 1, that is, the high-speed gear is achieved by connecting the direct gear hub 204 and the secondary reduction gear 205 through the coupling sleeve 206.

[0088] The second shift gear set 4 and the third shift gear set 5 are a three-stage reduction part, which realizes the first gear by combining the first sliding sleeve 403 with the first shift gear 402 on the left, realizes the second gear by combining the first sliding sleeve 403 with the first shift gear 402 on the right, realizes the third gear by combining the second sliding sleeve 503 with the second shift gear 502 on the left, and realizes the fourth gear by combining the second sliding sleeve 503 with the second shift gear 502 on the right. According to the actual vehicle requirements, the second shift gear set 4 or the third shift gear set 5 can be removed or additionally added to realize multiple gears.

[0089] According to an embodiment of the present application, on the other hand, a vehicle is provided, including a gearbox.

[0090] Because the vehicle includes a gearbox, it has the same effect as the gearbox and will not be described in detail here.

[0091] According to an embodiment of the present application, on the other hand, a construction machine is provided, including a vehicle.

[0092] Since the construction machinery includes vehicles and has the same effects as vehicles, they will not be elaborated here.

[0093] Although the embodiments of the present application are described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A gearbox, characterized in that: include: Power output shaft (1); A first shift gear shaft group (2), the input end of which is transmission-connected to the output end of the power input part (3), and the first shift gear shaft group (2) can realize switching between two gears and a neutral gear; A secondary reduction shaft (6) drivingly connected to the output end of the first shift gear shaft group (2); A second shift gear set (4) is transmission-connected to the secondary reduction shaft (6), the second shift gear set (4) is capable of switching between two gears and a neutral gear, and the second shift gear set (4) is transmission-connected to the power output shaft (1); The third shift gear set (5) is transmission-connected to the secondary reduction shaft (6); the third shift gear set (5) is capable of switching between two gears and a neutral gear; and the third shift gear set (5) is transmission-connected to the power output shaft (1).

2. The gearbox according to claim 1, characterized in that: The first shift gear shaft group (2) comprises: A primary reduction shaft (201), the input end of which is drivingly connected to the output end of the power input part (3); An idler gear (202) is sleeved on the primary reduction shaft (201), and the idler gear (202) can rotate along the circumferential direction of the primary reduction shaft (201); A transmission gear set (203) is arranged on the primary reduction shaft (201), and the transmission gear set (203) is transmission-connected to the primary reduction shaft (201); A direct gear hub (204) is sleeved on the primary reduction shaft (201), and the direct gear hub (204) is fixedly connected to the primary reduction shaft (201); A secondary reduction gear (205) is sleeved on the secondary reduction shaft (6), and the secondary reduction gear (205) is fixedly connected to the secondary reduction shaft (6); A coupling sleeve (206) has a first end meshed with the secondary reduction gear (205), the coupling sleeve (206) can move axially along the primary reduction shaft (201), and a second end meshed with the transmission gear set (203) or the direct gear hub (204) or the idler gear (202).

3. The gearbox according to claim 2, characterized in that: The transmission gear set (203) comprises: A sun gear (2031) and a planet carrier (2032), wherein the sun gear (2031) is sleeved on the primary reduction shaft (201), the sun gear (2031) is fixedly connected to the primary reduction shaft (201), the planet carrier (2032) is transmission-connected to the sun gear (2031) via a planetary gear, and the planet carrier (2032) is provided with a coupling tooth (2033), and the coupling tooth (2033) is meshed with the second end of the coupling sleeve (206).

4. The gearbox according to claim 1, characterized in that: The second shift gear set (4) comprises: A first three-stage reduction gear (401) is sleeved on the second-stage reduction shaft (6) and is fixedly connected to the second-stage reduction shaft (6); Two first shift gears (402) are provided, which are sleeved on the secondary reduction shaft (6) and are respectively provided on both sides of the first and third reduction gears (401), and both of the first shift gears (402) can rotate along the circumference of the secondary reduction shaft (6); The first sliding sleeve (403) is meshed with the first three-stage reduction gear (401), and the first sliding sleeve (403) can move along the axial direction of the secondary reduction shaft (6) and mesh with one of the two first shift gears (402).

5. The gearbox according to claim 4, characterized in that: The third shifting gear set (5) comprises: A second third-stage reduction gear (501) is sleeved on the secondary reduction shaft (6) and fixedly connected to the secondary reduction shaft (6); The second shift gears (502) are arranged at two ends, sleeved on the secondary reduction shaft (6), and respectively arranged on both sides of the second and third reduction gears (501). Both of the second shift gears (502) can rotate along the circumferential direction of the secondary reduction shaft (6). The second sliding sleeve (503) is meshed with the second third-stage reduction gear (501); the second sliding sleeve (503) can move axially along the secondary reduction shaft (6) and mesh with one of the two second shift gears (502).

6. The gearbox according to claim 5, characterized in that: Also includes: Two first power gears (7) are provided, the two first shift gears (402) are meshed with the two first power gears (7), the first power gears (7) are sleeved on the power output shaft (1), and the first power gears (7) are fixedly connected to the power output shaft (1); Two second power gears (8) are provided, the two second shift gears (502) are meshed with the two second power gears (8), the second power gears (8) are sleeved on the power output shaft (1), and the second power gears (8) are fixedly connected to the power output shaft (1); The first shift gear shaft group (2), the secondary reduction shaft (6), the second shift gear group (4) and the third shift gear group (5) constitute a shift system, and the shift system can be set to multiple, and the first shift gear (402) in the multiple shift systems is meshed with the first power gear (7), and the second shift gear (502) in the multiple shift systems is meshed with the second power gear (8).

7. The gearbox according to claim 2, characterized in that: The power input part (3) comprises: Motor (301); The primary reduction gear (302) is sleeved on the primary reduction shaft (201) and is fixedly connected to the primary reduction shaft (201). The primary reduction gear (302) is transmission-connected to the output end of the motor (301).

8. The gearbox according to claim 7, characterized in that: A plurality of motors (301) are provided, and the output ends of the plurality of motors (301) are all transmission-connected to the primary reduction gear (302).

9. A vehicle, characterized in that: include: A gearbox as claimed in any one of claims 1 to 8.

10. An engineering machine, characterized in that: include: The vehicle as claimed in claim 9.

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