Gearbox, vehicle and construction machine

Abstract

The application relates to the technical field of engineering machinery, and discloses a gearbox, a vehicle and engineering machinery. The gearbox comprises a power output shaft, a first gear shifting shaft group, a secondary reduction shaft, a second gear shifting gear group and a third gear shifting gear group. The input end of the first gear shifting shaft group is in transmission connection with the output end of the power input part, and the first gear shifting shaft group can realize the switching of two gears and a neutral gear. The secondary reduction shaft is in transmission connection with the output end of the first gear shifting shaft group. The second gear shifting gear group is in transmission connection with the secondary reduction shaft, the second gear shifting gear group can realize the switching of two gears and a neutral gear, and the second gear shifting gear group is in transmission connection with the power output shaft. The third gear shifting gear group is in transmission connection with the secondary reduction shaft, the third gear shifting gear group can realize the switching of two gears and a neutral gear, and the third gear shifting gear group is in transmission connection with the power output shaft. The application increases the gear positions, and ensures that a large-tonnage engineering vehicle can be used in various application scenarios.

Description

Technical Field

[0001] This application relates to the field of engineering machinery technology, specifically to a gearbox, vehicle, and engineering machinery. Background Technology

[0002] The transmission is an indispensable component assembly in a vehicle, mainly used to change the driving force and driving speed of the vehicle while keeping the engine speed and torque constant.

[0003] In related technologies, power interruption-free transmission solutions for gearboxes often employ a dual-motor, four-speed transmission structure. This primarily involves two motors connecting two sets of shifting systems. Before shifting, one set of shifting systems is ensured to operate normally, while the other set switches to achieve power interruption-free shifting. When adjusting the vehicle's transmission, at least one of the shifting systems remains in the same gear position, maintaining power output. The power output shaft is connected to the output ends of two or more of the shifting systems, and the structures of adjacent shifting systems are symmetrical about the power output shaft.

[0004] However, the relevant technology can only provide four gears, which cannot balance power and speed for large-tonnage engineering vehicles, thus limiting its application scenarios, especially for heavy-load climbing conditions. Summary of the Invention

[0005] In view of this, this application provides a transmission device, a vehicle, and construction machinery to solve the problem of limited application scenarios for large-tonnage construction vehicles due to the limited number of gears.

[0006] In a first aspect, this application provides a transmission, including a power output shaft, a first shift gear shaft assembly, a secondary reduction shaft, a second shift gear assembly, and a third shift gear assembly. The input end of the first shift gear shaft assembly is drive-connected to the output end of a power input unit, and the first shift gear shaft assembly is capable of switching between two gears and neutral. The secondary reduction shaft is drive-connected to the output end of the first shift gear shaft assembly. The second shift gear assembly is drive-connected to the secondary reduction shaft, and the second shift gear assembly is capable of switching between two gears and neutral, and is also drive-connected to the power output shaft. The third shift gear assembly is drive-connected to the secondary reduction shaft, and the third shift gear assembly is capable of switching between two gears and neutral, and is also drive-connected to the power output shaft.

[0007] Beneficial effects: The first shift gear shaft set has two gears to drive the second-stage reduction shaft. The second and third shift gear sets, located on the second-stage reduction shaft, each have two gears to drive the power output shaft, giving the entire transmission a total of eight gears. This allows for multi-gear shifting, optimizes the gear ratio distribution, and, in particular, increases the low-speed gear ratios of the first shift gear shaft set, ensuring that even under high loads, a single shift system can still meet power demands, thus improving power system efficiency. Furthermore, increasing the number of gears ensures that large-tonnage engineering vehicles can be used in various application scenarios.

[0008] In one optional embodiment, the first shift gear shaft assembly includes a primary reduction shaft, a loose gear, a transmission gear set, a direct-drive gear hub, a secondary reduction gear, and a coupling sleeve.

[0009] The input end of the primary reduction shaft is drive-connected to the output end of the power input unit. A loose gear is fitted onto the primary reduction shaft and can rotate circumferentially along the primary reduction shaft. A transmission gear set is mounted on the primary reduction shaft and is drive-connected to it. A direct-drive hub is fitted onto the primary reduction shaft and is fixedly connected to it. A secondary reduction gear is fitted onto the secondary reduction shaft and is fixedly connected to it. The first end of a coupling sleeve meshes with the secondary reduction gear and can move axially along the primary reduction shaft; the second end meshes with the transmission gear set, the direct-drive hub, or the loose gear.

[0010] Beneficial effects: The engaging sleeve moves axially along the primary reduction shaft. The first end of the engaging sleeve can slide against the secondary reduction gear, but remains engaged. During its axial movement along the primary reduction shaft, the second end of the engaging sleeve can engage with one of the following: the transmission gear set, the direct-drive gear hub, or the idler gear, corresponding to different gear positions. When the second end of the engaging sleeve engages with the idler gear, it is in neutral with no power output. When the second end of the engaging sleeve engages with the transmission gear set, it is in a low-speed gear. When the second end of the engaging sleeve engages with the direct-drive gear hub, it is in a high-speed gear. By adjusting the position of the engaging sleeve, power can be input to the secondary reduction shaft at different gear positions.

[0011] In one optional embodiment, the transmission gear set includes a sun gear and a planet carrier. The sun gear is sleeved on the first-stage reduction shaft and is fixedly connected to the first-stage reduction shaft. The planet carrier is connected to the sun gear via planetary gears. The planet carrier is provided with engagement teeth that mesh with the second end of the engagement sleeve.

[0012] Beneficial effects: The transmission gear set is set as a solar planetary gear system, which can reduce the input power of the power input unit and achieve the setting of high and low gears by cooperating with the direct gear hub.

[0013] In one alternative embodiment, the second shift gear set includes a first third-stage reduction gear, a first shift gear, and a first sliding sleeve.

[0014] The first and third stage reduction gears are sleeved on the second stage reduction shaft and fixedly connected to it. Two first shift gears are provided, sleeved on the second stage reduction shaft and respectively located on both sides of the first and third stage reduction gears. Both first shift gears can rotate circumferentially along the second stage reduction shaft. A first sliding sleeve meshes with the first and third stage reduction gears and can move axially along the second stage reduction shaft, meshing with one of the two first shift gears.

[0015] Beneficial effects: After the primary reduction shaft inputs power to the secondary reduction shaft, the second shift gear set set on the secondary reduction shaft inputs power to the power output shaft. The rotation of the secondary reduction shaft drives the first and third reduction gears to rotate. The first sliding sleeve in the second shift gear set can move axially along the secondary reduction shaft. The first sliding sleeve always maintains engagement with the first and third reduction gears. Through the movement of the first sliding sleeve, it can engage with the two first shift gears respectively. The two first shift gears have different transmission ratios with the power output shaft, thereby realizing the transmission of different gears.

[0016] In one optional embodiment, the third shift gear set includes a second and third stage reduction gear, a second shift gear, and a second sliding sleeve.

[0017] The second and third stage reduction gears are sleeved on the second stage reduction shaft and are fixedly connected to the second stage reduction shaft.

[0018] Two second shift gears are disposed on the secondary reduction shaft and respectively positioned on both sides of the second and third reduction gears. Both second shift gears can rotate circumferentially along the secondary reduction shaft. A second sliding sleeve meshes with the second and third reduction gears and can move axially along the secondary reduction shaft, meshing with one of the two second shift gears.

[0019] Beneficial effects: After the primary reduction shaft inputs power to the secondary reduction shaft, the third shift gear set on the secondary reduction shaft inputs power to the power output shaft. The rotation of the secondary reduction shaft drives the second and third reduction gears to rotate. The second sliding sleeve in the third shift gear set can move axially along the secondary reduction shaft. The second sliding sleeve always maintains engagement with the second and third reduction gears. Through the movement of the second sliding sleeve, it can engage with two second shift gears respectively. The two second shift gears have different transmission ratios with the power output shaft, thereby realizing the transmission of different gears.

[0020] In one alternative embodiment, a first power gear and a second power gear are also included.

[0021] There are two first power gears, with two first shift gears meshing with the two first power gears. The first power gears are sleeved on the power output shaft and fixedly connected to the power output shaft. There are also two second power gears, with two second shift gears meshing with the two second power gears. The second power gears are sleeved on the power output shaft and fixedly connected to the power output shaft. The first shift gear shaft assembly, the secondary reduction shaft, the second shift gear assembly, and the third shift gear assembly constitute a shifting system. Multiple shifting systems can be configured, with the first shift gears in multiple shifting systems meshing with the first power gears, and the second shift gears in multiple shifting systems meshing with the second power gears.

[0022] Beneficial effects: The first power gear meshes with the first shift gear, and the second power gear meshes with the second shift gear, and each is set with a different transmission ratio. Therefore, the second shift gear set and the third shift gear set each have two different gears, for a total of four different gears. Combined with the two different gears of the first shift gear shaft set, the gearbox has a total of eight different gears.

[0023] In one optional embodiment, the power input unit 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. The primary reduction gear is drivenly connected to the output end of the motor.

[0024] Beneficial effects: The output end of the motor drives the first-stage reduction gear to rotate, which in turn drives the first-stage reduction shaft to rotate, thus realizing the transmission of the first shift gear shaft group.

[0025] In one alternative implementation, multiple motors are provided, and the output terminals of each of the multiple motors are connected to the first-stage reduction gear transmission.

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

[0027] Secondly, this application also provides a vehicle including the aforementioned transmission.

[0028] Since vehicles include a transmission and have the same function as a transmission, they will not be elaborated upon here.

[0029] Thirdly, this application also provides engineering machinery, including the vehicle.

[0030] Since construction machinery includes vehicles and has the same effect as vehicles, it will not be elaborated further here. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the structure of a gearbox according to an embodiment of this application;

[0033] Figure 2 This is a schematic diagram of the first shift gear shaft assembly in low gear in an embodiment of this application;

[0034] Figure 3 This is a schematic diagram of the first shift gear shaft assembly in high gear in an embodiment of this application;

[0035] Figure 4 This is a schematic diagram of the power input section in an embodiment of this application;

[0036] Figure 5 This is a schematic diagram of the structure of the first shift gear shaft assembly in the embodiments of this application;

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

[0038] Figure 7 This is a schematic diagram of the third shift gear set in the embodiments of this application.

[0039] Explanation of reference numerals in the attached figures:

[0040] 1. Power output shaft; 2. First shift gear shaft assembly; 201. First stage reduction shaft; 202. Loose sleeve gear; 203. Transmission gear assembly; 2031. Sun gear; 2032. Planetary carrier; 2033. Engaging gear; 204. Direct drive gear hub; 205. Second stage reduction gear; 206. Engaging sleeve; 3. Power input unit; 301. Motor; 302. First stage reduction gear; 4. Second shift gear assembly; 401. First and third stage reduction gears; 402. First shift gear; 403. First sliding sleeve; 5. Third shift gear assembly; 501. Second and third stage reduction gears; 502. Second shift gear; 503. Second sliding sleeve; 6. Second stage reduction shaft; 7. First power gear; 8. Second power gear. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0042] The following is combined Figures 1 to 7 This describes an embodiment of the present application.

[0043] According to an embodiment of this application, a gearbox is provided, including a power output shaft 1, a first shift gear shaft set 2, a secondary reduction shaft 6, a second shift gear set 4, and a third shift gear set 5. The input end of the first shift gear shaft set 2 is drive-connected to the output end of a power input unit 3, and the first shift gear shaft set 2 is capable of switching between two gears and neutral. The secondary reduction shaft 6 is drive-connected to the output end of the first shift gear shaft set 2. The second shift gear set 4 is drive-connected to the secondary reduction shaft 6, and the second shift gear set 4 is capable of switching between two gears and neutral, and is drive-connected to the power output shaft 1. The third shift gear set 5 is drive-connected to the secondary reduction shaft 6, and the third shift gear set 5 is capable of switching between two gears and neutral, and is drive-connected to the power output shaft 1.

[0044] It is understandable that the power output shaft 1 is the main output end of the transmission, and the power input unit 3 can input power. The power input unit 3 inputs power to the first shift gear shaft set 2. The first shift gear shaft set 2 is equipped with neutral and two gears. When the first shift gear shaft set 2 is in neutral, the transmission is in neutral regardless of the gears of the second shift gear set 4 and the third shift gear set 5. The second shift gear set 4 and the third shift gear set 5 are also equipped with neutral and two gears respectively, and the secondary reduction shaft 6 is equipped with four gears that can output power. Together with the two gears of the first shift gear shaft set 2, a total of eight different output gears can be formed.

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

[0046] In this embodiment, the first shift gear shaft set 2 has two gears to drive the secondary reduction shaft 6. The second shift gear set 4 and the third shift gear set 5, both mounted on the secondary reduction shaft 6, each have two gears to drive the power output shaft 1. This gives the entire transmission a total of eight gears, enabling multi-gear shifting and optimizing the speed ratio distribution. In particular, increasing the low-speed gear ratios of the first shift gear shaft set 2 ensures that even under high loads, a single shift system can still meet power demands, improving the efficiency of the power system. Furthermore, increasing the number of gears ensures that large-tonnage engineering vehicles can be used in various application scenarios.

[0047] In some embodiments, the first shift gear shaft assembly 2 includes a primary reduction shaft 201, a loose gear 202, a transmission gear assembly 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 connected to the output end of the power input unit 3. A loose gear 202 is fitted onto the primary reduction shaft 201 and can rotate circumferentially along the primary reduction shaft 201. A transmission gear set 203 is mounted on the primary reduction shaft 201 and is connected to it. A direct-drive gear hub 204 is fitted onto the primary reduction shaft 201 and is fixedly connected to it. A secondary reduction gear 205 is fitted onto the secondary reduction shaft 6 and is fixedly connected to it. The first end of a coupling sleeve 206 meshes with the secondary reduction gear 205 and can move axially along the primary reduction shaft 201; the second end meshes with the transmission gear set 203, the direct-drive gear hub 204, or the loose gear 202.

[0049] It is understood that the first-stage reduction shaft 201 is connected to the sun gear 2031 and the direct-drive hub 204 in the transmission gear set 203. That is, under the drive of the power input unit 3, the sun gear 2031 and the direct-drive hub 204 rotate synchronously. The sun gear 2031, composed of the sun gear 2031, planet carrier 2032, planetary gears, and coupling sleeve 206, is existing technology and will not be described in detail here. A loose gear 202 is provided on the first-stage reduction shaft 201, and the coupling sleeve 206 has meshing tooth structures at both ends. When the coupling sleeve 206 is in the middle position, and the loose gear 202 is engaged with the coupling sleeve 206, there is no power output, and it is in neutral. When the coupling sleeve 206 moves to the left and connects to the meshing teeth 2033 on the planet carrier 2032, power flows from the planet carrier 2032 through the coupling sleeve 206 to the second-stage reduction gear 205, and then to the second-stage reduction shaft 6; this is the low-speed gear. When the engaging sleeve 206 moves to the right and connects to the direct drive hub 204, power flows from the direct drive hub 204 and the engaging sleeve 206 to the secondary reduction gear 205, and then to the secondary reduction shaft 6. This is the high-speed gear. The above describes the secondary reduction section.

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

[0051] In this embodiment, the coupling sleeve 206 is displaced along the axial direction of the primary reduction shaft 201. The first end of the coupling sleeve 206 can slide relative to the secondary reduction gear 205, but remains engaged. During the sliding motion along the axial direction of the primary reduction shaft 201, the second end of the coupling sleeve 206 can engage with one of the following: the transmission gear set 203, the direct-drive gear hub 204, or the idler gear 202, corresponding to different gear positions. When the second end of the coupling sleeve 206 engages with the idler gear 202, it is in neutral with no power output. When the second end of the coupling sleeve 206 engages with the transmission gear set 203, it is in a low-speed gear. When the second end of the coupling sleeve 206 engages with the direct-drive gear hub 204, it is in a high-speed gear. By adjusting the position of the coupling sleeve 206, power can be input to the secondary reduction shaft 6 at different gear positions.

[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 first-stage reduction shaft 201 and is fixedly connected to the first-stage reduction shaft 201. The planet carrier 2032 is connected to the sun gear 2031 through planetary gears. The planet carrier 2032 is provided with engagement teeth 2033, which mesh with the second end of the engagement sleeve 206.

[0053] Optionally, the first-stage reduction shaft 201 drives the sun gear 2031 to rotate. The sun gear 2031 drives the planetary gears, planet carrier 2032, and the engagement gear 2033 mounted on the planet carrier 2032 to rotate. The sun gear 2031 is the driving member, the planet carrier 2032 is the driven member, and the planetary ring gear is fixed. At this time, the planet carrier 2032 rotates in the same direction as the sun gear 2031, but its speed is less than that of the sun gear 2031. Therefore, the speed of the engagement gear 2033 is less than that of the first-stage reduction shaft 201. When the second-stage reduction gear 205 is connected to the engagement gear 2033, the first shift gear shaft assembly 2 is in a low-gear state.

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

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

[0056] The first and third stage reduction gears 401 are sleeved on and fixedly connected to the second stage reduction shaft 6. Two first shift gears 402 are provided, sleeved on the second stage reduction shaft 6, and respectively located on both sides of the first and third stage reduction gears 401. Both first shift gears 402 can rotate circumferentially along the second stage reduction shaft 6. The first sliding sleeve 403 meshes with the first and third stage reduction gears 401 and can move axially along the second stage reduction shaft 6, meshing with one of the two first shift gears 402.

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

[0058] In this embodiment, after the primary reduction shaft 201 inputs power to the secondary reduction shaft 6, the second shift gear set 4, which is set on the secondary reduction shaft 6, then inputs power to the power output shaft 1. The rotation of the secondary reduction shaft 6 drives the first and third reduction gears 401 to rotate. The first sliding sleeve 403 in the second shift gear set 4 can move along the axial direction of the secondary reduction shaft 6. The first sliding sleeve 403 always maintains engagement with the first and third reduction gears 401. Through the movement of the first sliding sleeve 403, it can engage with the two first shift gears 402 respectively. The two first shift gears 402 and the power output shaft 1 have different transmission ratios, thereby realizing the transmission of different gears.

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

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

[0061] Two second shift gears 502 are provided, sleeved on the secondary reduction shaft 6, and respectively located on both sides of the second and third reduction gears 501. Both second shift gears 502 can rotate circumferentially along the secondary reduction shaft 6. The second sliding sleeve 503 meshes with the second and third reduction gears 501, and the second sliding sleeve 503 can move axially along the secondary reduction shaft 6, meshing with one of the two second shift gears 502.

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

[0063] In this embodiment, after the primary reduction shaft 201 inputs power to the secondary reduction shaft 6, the third shift gear set 5, which is set on the secondary reduction shaft 6, then inputs power to the power output shaft 1. The rotation of the secondary reduction shaft 6 drives the second and third reduction gears 501 to rotate. The second sliding sleeve 503 in the third shift gear set 5 can move along the axial direction of the secondary reduction shaft 6. The second sliding sleeve 503 always maintains engagement with the second and third reduction gears 501. Through the movement of the second sliding sleeve 503, it can engage with two second shift gears 502 respectively. The two second shift gears 502 and the power output shaft 1 have different transmission ratios, thereby realizing the transmission of different gears.

[0064] In some embodiments, the system further includes a first power gear 7 and a second power gear 8.

[0065] There are two first power gears 7, with two first shift gears 402 meshing with them. The first power gears 7 are mounted on the power output shaft 1 and are fixedly connected to it. There are also two second power gears 8, with two second shift gears 502 meshing with them. The second power gears 8 are mounted on the power output shaft 1 and are fixedly connected to it. The first shift gear shaft group 2, the second-stage reduction shaft 6, the second shift gear group 4, and the third shift gear group 5 constitute a shifting system. Multiple shifting systems can be configured, where the first shift gears 402 in multiple shifting systems mesh with the first power gears 7, and the second shift gears 502 in multiple shifting systems mesh with the second power gears 8.

[0066] It is understandable that the gearbox can be divided into two independently operating symmetrical shifting systems, A and B. Systems A and B can output independently or in combination to drive the power output shaft 1.

[0067] Optionally, the first shift gear 402 is provided with two rings of gears, one ring of gears is used to mesh with the first power gear 7, and the other ring 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 rings of gears, one ring of gears is used to mesh with the second power gear 8, and the other ring 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 meshes with the first shift gear 402, and the second power gear 8 meshes with the second shift gear 502, and each is provided with a different transmission ratio. Therefore, the second shift gear set 4 and the third shift gear set 5 each have two different gears, and a total of four different gears are provided. In conjunction with the two different gears of the first shift gear shaft set 2, the gearbox is provided with a total of eight different gears.

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

[0071] It is understandable that the motor 301 can be connected to the input shaft via a spline and mesh with the first-stage reduction gear 302, outputting power through the first-stage reduction shaft 201; this part constitutes the first-stage reduction section. The first shift gear shaft group 2 is the second-stage reduction section. The second shift gear group 4 and the third shift gear group 5 constitute the third-stage reduction section.

[0072] It should be noted that the input shaft of motor 301 is equipped with a gear that meshes with the first-stage reduction gear 302, thereby achieving a transmission connection.

[0073] In this embodiment, the output end of the motor 301 drives the first-stage reduction gear 302 to rotate, which in turn drives the first-stage reduction shaft 201 to rotate, thereby realizing the transmission of the first shift gear shaft group 2.

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

[0075] Optionally, each power input unit 3 may be equipped with two motors, with the two motors 301 connected to the input shaft of the motor 301 via splines and meshing together with the first-stage reduction gear 302.

[0076] In this embodiment, setting multiple motors 301 can increase torque and enhance load.

[0077] Working principle:

[0078] 1. Speed ​​ratio matching with motor 301 capability:

[0079] Each individual shifting system, A or B, has eight gears. To achieve uninterrupted power supply, shifting system A or B typically operates independently before shifting, while the other system performs the shifting. Once the other system has successfully switched to the target gear, A and B then exchange power, thus achieving true uninterrupted power supply. However, under heavy tonnage and high load conditions, both motors 301 usually need to operate simultaneously to meet the power demand. In such cases, shifting is typically restricted to prevent dangerous situations such as shifting failure and slippage.

[0080] This application addresses this situation by providing a low-speed gear ratio that matches the capability of motor 301:

[0081] Assuming the peak torque of motor 301 is X1 and the nominal torque is X2, the maximum required output torque of the first gear of the transmission can be calculated based on the power requirements of the vehicle. Utilizing the working characteristics of motor 301, it can work for a short time (e.g., 1 minute) at the peak torque. At this time, the first gear ratio of the transmission needs to satisfy the larger of the following two gear ratio calculations: n1 = X3 / X1; n1 = X3 / (2·X2).

[0082] To ensure that the single-shift system motor 301 can operate within the nominal range after switching between adjacent gears at low speeds and high torque, and to improve the operability of subsequent load changes, the speed ratio of adjacent gears is usually greater than X1 / X2 at low speeds.

[0083] 2. Gear shifting system switching calculation instructions:

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

[0085] Taking the shift from second to first gear as an example, when the transmission is working in second gear, in order for the motor 301 to be in the high-efficiency operating range, both shifting systems A and B usually work simultaneously. Assuming that the input torque of the motor 301 in both systems A and B is Z1, the second gear ratio is n2, and the output torque is Z2 = 2·Z1·n2. When the transmission receives a request for first gear, while ensuring that the output torque Z2 remains unchanged, the torque of the motor 301 in system A decreases from Z1 to 0, while the torque of the motor 301 in system B 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). This completes the first step of power shifting. After the torque of system A motor 301 drops to 0, the first sliding sleeve 403 of the second shift gear set 4 first moves from the right second gear position to the left to disengage. Then, the speed of system A motor 301 is adjusted so that the rotational speed of the first third-stage reduction gear 401 of the second shift gear set 4 is close to the speed of the first shift gear 402 in the left first gear position. Then, the first sliding sleeve 403 is controlled to move from the middle position to the left to engage. This completes the second step of power shifting. Increasing the input torque of system A motor 301 and simultaneously decreasing the input torque of system B motor 301, assuming the increased torque of system A motor 301 is ΔZa1 and the decreased torque of system B motor 301 is ΔZb1, to ensure no power interruption or impact, it is necessary to maintain ΔZa1·n1 = ΔZb1·n2 during the alternation process until the torque of system B motor 301 drops to 0. This completes the third step of power shifting. Typically, the time for the above three steps needs to be strictly controlled within the peak operating time requirements of motor 301 to avoid motor 301 burning out due to prolonged high-power operation. After the torque of system B motor 301 drops to 0, similar to the second step of power shifting described above, the first sliding sleeve 403 first moves from the right second gear position to the left to disengage the first shift gear 402. Then, the speed of system B motor 301 is adjusted so that the rotational speed of the first third-stage reduction gear 401 is close to the speed of the left first gear position first shift gear 402. Then, the first sliding sleeve 403 is controlled to move from the middle position to the left to engage. This completes the fourth step of power shifting. To cope with subsequent sudden changes or increases in load, system B needs to intervene, increasing the input torque of system B motor 301 and simultaneously decreasing the input torque of system A motor 301. Assuming the increased torque of system B motor 301 is ΔZb2 and the decreased torque of system A motor 301 is ΔZa2, to ensure that the vehicle has no power interruption or impact, it is necessary to maintain ΔZa2·n1 = ΔZb2·n1 during the alternation process until the torque of system B motor 301 is equivalent to the torque of system A motor 301. At this point, the fifth step of power shifting is completed, and both systems output power together. The principle for switching other gears is similar to that described above, and the steps are similar to the five steps mentioned above.

[0086] 3. Transmission route implementation:

[0087] like Figure 2 This is a low-speed transmission route diagram for the first shift gear shaft group 2. The first shift gear shaft group 2 is a two-stage reduction section, employing a single-row planetary gear set. The low-speed gear is achieved by connecting the planetary carrier 2032 and the second-stage reduction gear 205 via a connecting sleeve 206. The speed ratio is 1+α, where α is the planetary gear set transmission ratio. Figure 3 This is a high-speed transmission route diagram for the first shift gear shaft group 2. The high-speed gear is a direct drive with a speed ratio of 1. That is, the high-speed gear is achieved by connecting the direct drive gear hub 204 and the second-stage reduction gear 205 through the coupling sleeve 206.

[0088] The second shift gear set 4 and the third shift gear set 5 constitute a three-stage reduction section. This section achieves first gear through the first sliding sleeve 403 engaging with the left first shift gear 402; second gear through the first sliding sleeve 403 engaging with the right first shift gear 402; third gear through the second sliding sleeve 503 engaging with the left second shift gear 502; and fourth gear through the second sliding sleeve 503 engaging with the right second shift gear 502. Depending on the actual vehicle requirements, the second shift gear set 4 or the third shift gear set 5 can be removed or added to achieve multiple gears.

[0089] According to an embodiment of this application, another aspect provides a vehicle including a transmission.

[0090] Since vehicles include a transmission and have the same function as a transmission, they will not be elaborated upon here.

[0091] According to an embodiment of this application, another aspect of engineering machinery, including a vehicle, is also provided.

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

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

Claims

1. A gearbox, characterized in that, include: Power output shaft (1); The first shift gear shaft group (2) has its input end connected to the output end of the power input unit (3) in a transmission connection. The first shift gear shaft group (2) can switch between two gears and neutral. The secondary reduction shaft (6) is connected to the output end of the first shift gear shaft group (2) for transmission. The second shift gear set (4) is connected to the secondary reduction shaft (6) in a transmission. The second shift gear set (4) can switch between two gears and neutral. The second shift gear set (4) is connected to the power output shaft (1) in a transmission. The third shift gear set (5) is connected to the secondary reduction shaft (6) in a transmission. The third shift gear set (5) can switch between two gears and neutral. The third shift gear set (5) is connected to the power output shaft (1) in a transmission. The peak torque of the power input unit (3) is X1, the nominal torque is X2, and the ratio of the speed ratio of adjacent gears in the low speed gear is > X1 / X2; The maximum required output torque of the first gear is X3, and the gear ratio of the first gear is the larger of n1 = X3 / X1 and n1 = X3 / (2·X2).

2. The gearbox according to claim 1, characterized in that, The first shift gear shaft assembly (2) includes: The input end of the first-stage reduction shaft (201) is connected to the output end of the power input unit (3) in a transmission connection; A hollow gear (202) is sleeved on the first-stage reduction shaft (201), and the hollow gear (202) can rotate circumferentially along the first-stage reduction shaft (201); A transmission gear set (203) is mounted on the first-stage reduction shaft (201), and the transmission gear set (203) is connected to the first-stage reduction shaft (201) in a transmission manner; A direct gear hub (204) is sleeved on the first-stage reduction shaft (201), and the direct gear hub (204) is fixedly connected to the first-stage 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); The first end of the coupling sleeve (206) meshes with the second-stage reduction gear (205), and the coupling sleeve (206) can move axially along the first-stage reduction shaft (201). The second end meshes with the transmission gear set (203), the direct gear hub (204), or the empty sleeve gear (202).

3. The gearbox according to claim 2, characterized in that, The transmission gear set (203) includes: The sun gear (2031) and planet carrier (2032) are provided. The sun gear (2031) is sleeved on the first-stage reduction shaft (201) and fixedly connected to the first-stage reduction shaft (201). The planet carrier (2032) is connected to the sun gear (2031) through planetary gears. The planet carrier (2032) is provided with engagement teeth (2033), which mesh with the second end of the engagement sleeve (206).

4. The gearbox according to claim 1, characterized in that, The second shift gear set (4) includes: The first and third stage reduction gears (401) are sleeved on the second stage reduction shaft (6) and are fixedly connected to the second stage reduction shaft (6); There are two first shift gears (402), which are sleeved on the second-stage reduction shaft (6) and respectively located on both sides of the first and third-stage reduction gears (401). Both first shift gears (402) can rotate around the second-stage reduction shaft (6). The first sliding sleeve (403) meshes with the first third-stage reduction gear (401). The first sliding sleeve (403) can move axially along the second-stage 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 shift gear set (5) includes: The second and third stage reduction gears (501) are sleeved on the second stage reduction shaft (6) and are fixedly connected to the second stage reduction shaft (6); Two second shift gears (502) are provided, sleeved on the secondary reduction shaft (6), and respectively located on both sides of the second and third reduction gears (501). Both second shift gears (502) can rotate circumferentially along the secondary reduction shaft (6). The second sliding sleeve (503) meshes with the second and third stage reduction gears (501). The second sliding sleeve (503) can move axially along the second stage 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: There are two first power gears (7), and the two first shift gears (402) mesh with the two first power gears (7). The first power gears (7) are sleeved on the power output shaft (1) and are fixedly connected to the power output shaft (1). There are two second power gears (8), and the two second shift gears (502) mesh with the two second power gears (8). The second power gears (8) are sleeved on the power output shaft (1) and are fixedly connected to the power output shaft (1). The first shift gear shaft group (2), the second reduction shaft (6), the second shift gear group (4) and the third shift gear group (5) constitute a shift system. The shift system can be configured as multiple. The first shift gear (402) in the multiple shift systems meshes with the first power gear (7), and the second shift gear (502) in the multiple shift systems meshes with the second power gear (8).

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

8. The gearbox according to claim 7, characterized in that: Multiple motors (301) are provided, and the output ends of multiple motors (301) are all connected to the first-stage reduction gear (302) for transmission.

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

10. An engineering machinery, characterized in that, include: The vehicle as described in claim 9.

Images