Dual-motor input electric loader gearbox

Abstract

The invention discloses a dual-motor input electric loader gearbox, relates to the field of mechanical transmission devices, and solves the problem that high heat dissipation of dual motors is limited. The dual-motor input electric loader gearbox comprises a gearbox shell and an automobile frame, a dual-motor transmission structure is installed in the gearbox shell and conducts steering and heat dissipation through transmission, a rear automobile left power wheel is installed on one side of the dual-motor transmission structure, and a rear automobile right power wheel is installed on the other side of the dual-motor transmission structure. A rear vehicle right power wheel is installed on the other side of the double-motor transmission structure, front vehicle steering wheels are installed on the two sides of one end of the vehicle frame, resistance adjusting assemblies are installed on the sides, close to the vehicle frame, of the front vehicle steering wheels, and the resistance adjusting assemblies adjust the resistance of the front vehicle steering wheels. The heat dissipation blades are driven to rotate and revolve at the same time through transmission, the fan blades are driven to rotate irregularly while the motor is started, and the effect of driving air to flow for cooling and heat dissipation is achieved.

Description

Technical Field

[0001] The present invention relates to the field of mechanical transmission devices, and particularly to a dual-motor input electric loader gearbox. Background Art

[0002] The gearbox, also known as the transmission, is a key component in the automotive transmission system. The function of the gearbox is to convert the power of the engine into the rotational power of the wheels and control the speed of the vehicle, enabling the driver to better control the vehicle and obtain a smoother and more efficient driving experience. The gearbox changes the transmission ratio through different gear combinations to adjust the driving speed and traction of the vehicle, enabling the engine to meet different driving requirements;

[0003] A Chinese patent with the publication number CN114811036A discloses a multi-mode dual-motor two-speed gearbox for electric vehicles, which relates to the technical field of electric vehicles and is used to solve the technical problem that the commonly used three-in-one electric drive assembly of existing electric vehicles cannot balance the power performance and economic requirements of the vehicle. In the multi-mode dual-motor two-speed gearbox for electric vehicles, a dual-motor structure with an integrated motor rotor shaft is adopted. The main drive motor is connected to the first-gear gear pair and the second-gear gear pair, and then the power is transmitted to the wheels through the differential. The auxiliary drive motor drives the direct-gear gear pair through a one-way clutch and then transmits the power to the wheels through the differential. The main drive motor and the auxiliary drive motor can either drive the vehicle independently or couple the power to jointly drive the wheels. The vehicle has multiple working modes during operation. By switching different working modes, the motor can run in the high-efficiency area as much as possible, improving the motor utilization rate, avoiding power redundancy in matching, and also ensuring no power interruption when the two-speed gearbox shifts gears;

[0004] However, the multi-mode dual-motor two-speed gearbox for electric vehicles still has the following defects:

[0005] 1. Dual motors mean greater power consumption and more heat generation. The heat dissipation of the motors is insufficient. When the motors start, the heat dissipation devices cannot be started simultaneously. In a narrow space, the traditional fan blades driving air flow generate centrifugal force, causing the air to flow along a fixed trajectory, resulting in poor heat dissipation at other positions and corners. In addition, the heat dissipation effect of small fan blades in a narrow space is insufficient and the power is small. Similarly, the wind energy generated by large fan blades is also limited. The air flow in a narrow space is restricted, the air flow is not smooth, and the air flow generated by the large fan blades cannot effectively circulate, affecting the heat dissipation effect;

[0006] 2. The transmission of the vehicle steering structure is relatively complex, and the steering and forward operations are not convenient and sensitive enough, and the later maintenance is difficult. In addition, the transmission process of a complex structure with more teeth is also relatively complex. When a trainee driver operates incorrectly, misalignment and difficult-to-recover problems are likely to occur. Summary of the Invention

[0007] The purpose of the present invention is to provide a dual-motor input electric loader gearbox to solve the problems raised in the above background technology.

[0008] The technical solution of the present invention is: a dual-motor input electric loader gearbox, including a gearbox housing and an automobile frame. A dual-motor transmission structure is installed inside the gearbox housing, and the dual-motor transmission structure is used for transmission, steering and heat dissipation. A rear left power wheel is installed on one side of the dual-motor transmission structure, and a rear right power wheel is installed on the other side of the dual-motor transmission structure. On both sides of one end of the automobile frame, front vehicle steering wheels are installed, and a resistance adjustment component is installed on the side of the front vehicle steering wheels close to the automobile frame. The resistance adjustment component adjusts the resistance of the front vehicle steering wheels.

[0009] The dual-motor transmission structure includes a first motor, a second motor and a second bevel gear. The first motor and the second motor are installed inside the gearbox housing. The second motor drives the rear left power wheel to rotate through transmission. The first motor drives the rear right power wheel and the heat dissipation blades to rotate through transmission. The heat dissipation blades are installed between the first motor and the rear right power wheel.

[0010] Further, a first gear is installed at the output end of the second motor, and a second gear is provided at the bottom end of the first gear. The second gear and the first gear are driven by meshing teeth.

[0011] The side of the second gear close to the rear left power wheel is installed with the rear left power wheel.

[0012] Further, a lateral gear is fixed on the side of the second gear far from the rear left power wheel.

[0013] Further, a first bevel gear is installed at the output end of the first motor, and a second bevel gear is installed on one side of the first bevel gear. A transmission screw is fixed on the side of the second bevel gear far from the first bevel gear. The transmission screw and the first bevel gear are driven by meshing teeth, and the transmission screw and the first bevel gear are distributed at a right angle.

[0014] Further, a power adjustment slider penetrates through the side of the transmission screw far from the first bevel gear. The power adjustment slider and the transmission screw are driven by screw threads. A side-tooth ring that cooperates with the lateral gear is provided on the side of the power adjustment slider close to the lateral gear.

[0015] A guide slider is fixed at the bottom end of the power adjustment slider, and a guide chute is provided at the bottom end inside the gearbox housing. The guide slider slides inside the guide chute.

[0016] Further, a first transmission rod is fixed to one side of the transmission screw away from the power adjustment slider, and a second transmission rod is fixed to one side of the first transmission rod away from the transmission screw, and a rear vehicle right power wheel is fixed to one side of the second transmission rod away from the first transmission rod.

[0017] Further, a limiting side plate is provided at the connection between the first transmission rod and the second transmission rod, and the limiting side plate is fixed to the transmission case, and the first transmission rod and the second transmission rod penetrate through the middle position of the limiting side plate.

[0018] Further, a special-shaped limiting sliding groove is embedded on one side of the limiting side plate close to the second transmission rod, and the special-shaped limiting sliding groove has a special-shaped elliptical outer shape;

[0019] A second cross is installed on one side of the second transmission rod close to the limiting side plate, a first cross is installed on one side of the second transmission rod close to the rear vehicle right power wheel, and through-rings are fixed at the four peripheral edges of the second cross and the first cross;

[0020] Heat dissipation fins are installed between the first cross and the second cross through the through-rings, and a cross-bar connecting piece is fixed on one side of the heat dissipation fins close to the limiting side plate, and a connecting slider is fixed at one end of the cross-bar connecting piece away from the heat dissipation fins, and the connecting slider slides along the inner track of the special-shaped limiting sliding groove.

[0021] Further, the resistance adjustment component includes a splicing connecting piece, and the splicing connecting piece is installed at the connection between the vehicle frame and the front vehicle steering wheel. A preset screw hole is embedded at the top of the splicing connecting piece close to the front vehicle steering wheel, and an adjustment knob penetrates through the inside of the preset screw hole. A rubber plug is installed at the bottom end of the adjustment knob, and the rubber plug is in contact connection with the front vehicle steering wheel on one side close to the front vehicle steering wheel.

[0022] Further, through holes are provided at the four peripheral edges of the vehicle frame, and wind wheels are installed in the through holes;

[0023] An oil delivery pipe is connected to one side of the top of the transmission case.

[0024] The present invention hereby provides a dual-motor input electric loader transmission through improvement. Compared with the prior art, it has the following improvements and advantages:

[0025] Firstly, the vehicle can be steered to one side through the transmission of the second motor, and the vehicle can be flexibly steered to the other side through the transmission of the first motor. In addition, the first motor can also adjust the vehicle to go straight. Moreover, when the first motor rotates through the first bevel gear and the second bevel gear, it will drive the transmission screw to rotate, and the transmission screw will drive the second transmission rod to rotate, thereby causing the heat dissipation fins to rotate both self-rotating and revolving while the motor starts, so as to achieve the effect of driving air flow to cool and dissipate heat;

[0026] Specifically, the second motor is started by an external power supply, the second motor drives the first gear to rotate, the first gear drives the second gear to rotate through meshing transmission, and the second gear drives the left power wheel of the rear vehicle on one side to rotate. At this time, the right power wheel of the rear vehicle on the other side is not braked, and the car turns toward the right power wheel of the rear vehicle. The speed of the car is adjusted by adjusting the speed of the first motor and the second motor.

[0027] Then the first motor is started by an external power supply, the first motor drives the first bevel gear to rotate, the first bevel gear drives the second bevel gear to rotate through meshing transmission, the second bevel gear drives the transmission screw to rotate, and the transmission screw drives the power adjustment slider to move along the transmission screw through the thread on the surface, and at the same time the guide slider moves along the guide slot, so that the lateral gear ring on one side of the power adjustment slider is engaged with the lateral gear, so that the rear left power wheel and the rear right power wheel on both sides of the car rotate at the same time, thereby controlling the car to move forward; in addition, when the first motor rotates in the opposite direction and the second motor is not started, one side of the power adjustment slider is not engaged with the lateral gear, at this time only the rear right power wheel close to the second transmission rod side rotates, and the rear left power wheel does not rotate, and the car turns to the side of the rear left power wheel;

[0028] When the transmission screw drives the first transmission rod to rotate, the first transmission rod drives the second transmission rod to rotate, and the second transmission rod drives the heat dissipation blades to rotate. The two ends of the heat dissipation blades are hinged to the second cross and the first cross respectively, so the second cross and the first cross will drive the heat dissipation blades to revolve around the second transmission rod, and the end of the heat dissipation blade close to the limiting side plate is fixedly connected to the cross bar connector, and the cross bar connector is fixedly connected to the connecting slider. The special-shaped parts composed of the heat dissipation blades, cross bar connectors and connecting sliders are injection-molded parts, and when the connecting slider moves along the trajectory of the special-shaped limiting slide groove in the special-shaped limiting slide groove, it will drive the heat dissipation blades to rotate irregularly, thereby stirring the air and forming irregular air flow, and then achieve better heat dissipation effect through irregularly changing flowing air, and can simultaneously dissipate heat at the edges inside the gearbox to avoid the small space of the gearbox suppressing wind speed and heat dissipation effect.

[0029] Secondly, the resistance adjustment component is used to adjust the resistance of the car when it is driving. It can be adjusted according to the needs of the driver. Appropriate resistance can increase the stability of the car's driving. The working principle of the resistance adjustment component is to adjust the position of the rubber block by rotating the adjustment knob. The rubber block moves toward the inside of the preset screw hole and approaches the steering wheel of the front vehicle, thereby squeezing the steering wheel of the front vehicle. When the rubber block presses against the steering wheel of the front vehicle, the resistance of the steering wheel of the front vehicle is adjusted.

[0030] Thirdly, a certain aerodynamic effect is generated by the rotation of the wind wheel. By changing the direction and speed of the airflow, the required downward pressure is generated, thereby enhancing the grip of the vehicle when driving at high speed, making it more stable and having better aerodynamic performance. In real vehicles, spoilers and fins are used to improve the stability of the vehicle and control the aerodynamic lift. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The present invention will be further explained below with reference to the drawings and embodiments:

[0032] Figure 1 is a first three-dimensional external structure schematic diagram of the present invention;

[0033] Figure 2 is a second three-dimensional external schematic diagram of the present invention;

[0034] Figure 3 is a three-dimensional schematic diagram of the dual-motor drive structure of the present invention;

[0035] Figure 4 is a first three-dimensional exploded schematic diagram of the dual-motor drive structure of the present invention;

[0036] Figure 5 is a second three-dimensional exploded schematic diagram of the dual-motor drive structure of the present invention;

[0037] Figure 6 is of the present invention Figure 5 amplified structure schematic diagram at A in;

[0038] Figure 7 is a third three-dimensional exploded schematic diagram of the dual-motor drive structure of the present invention;

[0039] Figure 8 is of the present invention Figure 7 amplified structure schematic diagram at B in;

[0040] Figure 9 is of the present invention Figure 7 amplified structure schematic diagram at C in;

[0041] Figure 10 is a first partial three-dimensional exploded schematic diagram of the dual-motor drive structure of the present invention;

[0042] Figure 11 is a second partial three-dimensional exploded schematic diagram of the dual-motor drive structure of the present invention.

[0043] Explanation of the accompanying symbols: 1. gearbox housing; 2. wind wheel; 3. vehicle frame; 4. front vehicle steering wheel; 5. resistance adjustment assembly; 501. splicing connector; 502. preset screw hole; 503. adjustment knob; 504. rubber block; 6. rear vehicle left power wheel; 7. oil pipeline; 8. dual-motor transmission structure; 801. first motor; 802. second motor; 803. first gear; 804. second gear; 805. side gear; 806. first Bevel gear; 807, second bevel gear; 808, transmission screw; 809, power adjustment slider; 810, guide slider; 811, guide slot; 812, first transmission rod; 813, limit side plate; 814, second transmission rod; 815, through ring; 816, first cross; 817, heat dissipation blade; 818, second cross; 819, cross bar connector; 820, connecting slider; 821, special-shaped limit slot; 9, right power wheel of the rear vehicle. DETAILED DESCRIPTION

[0044] The following will be combined with the Figures 1 to 11 The present invention is described in detail, and the technical solutions in the embodiments of the present invention are clearly and completely described. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0045] The present invention provides a dual-motor input electric loader gearbox through improvement, including a gearbox housing 1 and a vehicle frame 3. A dual-motor transmission structure 8 is installed inside the gearbox housing 1, and the dual-motor transmission structure 8 transmits steering and heat. A rear vehicle left power wheel 6 is installed on one side of the dual-motor transmission structure 8, and a rear vehicle right power wheel 9 is installed on the other side of the dual-motor transmission structure 8. A front vehicle steering wheel 4 is installed on both sides of one end of the vehicle frame 3.

[0046] The dual-motor transmission structure 8 includes a first motor 801, a second motor 802, and a second bevel gear 807. The first motor 801 and the second motor 802 are installed inside the gearbox housing 1. The second motor 802 drives the left power wheel 6 of the rear vehicle to rotate through transmission. The first motor 801 drives the right power wheel 9 of the rear vehicle and the heat dissipation blade 817 to rotate through transmission. The heat dissipation blade 817 is installed between the first motor 801 and the right power wheel 9 of the rear vehicle.

[0047] The output end of the second motor 802 is equipped with a first gear 803. The second motor 802 is started by an external power supply. The second motor 802 drives the first gear 803 to rotate. And a second gear 804 is provided at the bottom end of the first gear 803. The second gear 804 and the first gear 803 are in meshing transmission. The first gear 803 drives the second gear 804 to rotate through meshing transmission. The second gear 804 drives the rear left power wheel 6 on one side to rotate. At this time, when the rear right power wheel 9 on the other side is not braked, the vehicle turns towards the side of the rear right power wheel 9. Through the above transmission steps of the second motor 802, the vehicle can be adjusted to turn towards the side of the rear right power wheel 9;

[0048] One side of the second gear 804 close to the rear left power wheel 6 is installed with the rear left power wheel 6;

[0049] A lateral gear 805 is fixed on the side of the second gear 804 away from the rear left power wheel 6;

[0050] The output end of the first motor 801 is equipped with a first bevel gear 806. The first motor 801 is started by an external power supply. The first motor 801 drives the first bevel gear 806 to rotate. And a second bevel gear 807 is installed on one side of the first bevel gear 806. A transmission screw 808 is fixed on the side of the second bevel gear 807 away from the first bevel gear 806. Then the first bevel gear 806 drives the second bevel gear 807 to rotate through meshing transmission. The second bevel gear 807 drives the transmission screw 808 to rotate. And the transmission screw 808 and the first bevel gear 806 are in meshing transmission. The transmission screw 808 and the first bevel gear 806 are distributed at a right angle;

[0051] A power adjustment slider 809 penetrates through the side of the transmission screw 808 away from the first bevel gear 806. And the power adjustment slider 809 and the transmission screw 808 are in screw transmission. The transmission screw 808 drives the power adjustment slider 809 to move along the transmission screw 808 through the thread on its surface. A side position tooth ring that cooperates with the lateral gear 805 is provided on the side of the power adjustment slider 809 close to the lateral gear 805. Thus, the side position tooth ring on one side of the power adjustment slider 809 is engaged with the lateral gear 805. Through the above transmission process, the rear left power wheel 6 and the rear right power wheel 9 on both sides of the vehicle rotate simultaneously, thereby controlling the vehicle to move forward;

[0052] In addition, when the first motor 801 rotates in the reverse direction and the second motor 802 is not started, one side of the power adjustment slider 809 is not engaged with the lateral gear 805. At this time, only the rear right power wheel 9 close to the second transmission rod 814 rotates, and the rear left power wheel 6 does not rotate. The vehicle turns towards the side of the rear left power wheel 6;

[0053] Among them, a guiding slider 810 is fixed to the bottom end of the power adjustment slider 809, and a guiding chute 811 is provided at the bottom end inside the transmission housing 1. The guiding slider 810 slides inside the guiding chute 811;

[0054] A first transmission rod 812 is fixed to the side of the transmission screw 808 away from the power adjustment slider 809, and a second transmission rod 814 is fixed to the side of the first transmission rod 812 away from the transmission screw 808. When the transmission screw 808 drives the first transmission rod 812 to rotate, the first transmission rod 812 drives the second transmission rod 814 to rotate. A rear vehicle right power wheel 9 is fixed to the side of the second transmission rod 814 away from the first transmission rod 812;

[0055] A limiting side plate 813 is provided at the connection between the first transmission rod 812 and the second transmission rod 814, and the limiting side plate 813 is fixed to the transmission housing 1. The first transmission rod 812 and the second transmission rod 814 penetrate through the middle position of the limiting side plate 813;

[0056] A special-shaped limiting chute 821 is embedded on the side of the limiting side plate 813 close to the second transmission rod 814, and the special-shaped limiting chute 821 has a special-shaped elliptical outer shape;

[0057] Among them, a second cross 818 is installed on the side of the second transmission rod 814 close to the limiting side plate 813, a first cross 816 is installed on the side of the second transmission rod 814 close to the rear vehicle right power wheel 9, and through rings 815 are fixed to the peripheries of the second cross 818 and the first cross 816;

[0058] Among them, a heat dissipation fin 817 is installed between the first cross 816 and the second cross 818 through a through-ring 815. Both ends of the heat dissipation fin 817 are hinged to the second cross 818 and the first cross 816 respectively. The second transmission rod 814 drives the heat dissipation fin 817 to rotate. Therefore, the second cross 818 and the first cross 816 will drive the heat dissipation fin 817 to revolve around the second transmission rod 814. And a cross-bar connecting piece 819 is fixed on one side of the heat dissipation fin 817 close to the limit side plate 813. A connecting slider 820 is fixed at one end of the cross-bar connecting piece 819 away from the heat dissipation fin 817. And one end of the heat dissipation fin 817 close to the limit side plate 813 is fixedly connected to the cross-bar connecting piece 819. And the cross-bar connecting piece 819 is fixedly connected to the connecting slider 820. The special-shaped part composed of the heat dissipation fin 817, the cross-bar connecting piece 819 and the connecting slider 820 is an injection-molded integral part. The connecting slider 820 slides along the inner track of the special-shaped limit chute 821. And when the connecting slider 820 moves along the track of the special-shaped limit chute 821 in the special-shaped limit chute 821, it will drive the heat dissipation fin 817 to rotate irregularly, thus stirring the air and forming an irregular air flow. Furthermore, a better heat dissipation effect can be achieved through the irregularly changing flowing air, and the edges inside the gearbox can be cooled simultaneously, avoiding the suppression of the wind speed and heat dissipation effect in the small space of the gearbox;

[0059] A resistance adjustment component 5 is installed on one side of the front vehicle steering wheel 4 close to the vehicle frame 3. The resistance adjustment component 5 adjusts the resistance of the front vehicle steering wheel 4, and the resistance during vehicle driving can be adjusted through the resistance adjustment component 5. It can be adjusted according to the needs of the driver. Appropriate resistance can increase the driving stability of the vehicle;

[0060] The resistance adjustment component 5 includes a splicing connecting piece 501, and the splicing connecting piece 501 is installed at the connection between the vehicle frame 3 and the front vehicle steering wheel 4. A preset screw hole 502 is embedded at the top of the splicing connecting piece 501 close to the front vehicle steering wheel 4. And an adjusting knob 503 penetrates through the inside of the preset screw hole 502. A rubber plug 504 is installed at the bottom end of the adjusting knob 503. The position of the rubber plug 504 is adjusted by rotating the adjusting knob 503. And one side of the rubber plug 504 close to the front vehicle steering wheel 4 is in contact connection with the front vehicle steering wheel 4. The rubber plug 504 moves towards the inside of the preset screw hole 502 and approaches the front vehicle steering wheel 4, thus squeezing the front vehicle steering wheel 4. When the rubber plug 504 abuts against the front vehicle steering wheel 4, the resistance received by the front vehicle steering wheel 4 can be adjusted;

[0061] There are through holes provided at the four peripheral edges of the vehicle frame 3, and wind wheels 2 are installed in the through holes. The wind wheels 2 are aerodynamic devices that generate a certain aerodynamic effect by rotating. By changing the direction and speed of the airflow, the required downward pressure is generated, thereby enhancing the grip of the vehicle when driving at high speed, making it more stable and having better aerodynamic performance. In real vehicles, spoilers and fins are used to improve the stability of the vehicle and control the aerodynamic lift;

[0062] Among them, one side of the top end of the transmission housing 1 is connected with an oil delivery pipe 7.

[0063] Working principle: First, start the second motor 802 through an external power supply. The second motor 802 drives the first gear 803 to rotate. The first gear 803 drives the second gear 804 to rotate through meshing transmission. The second gear 804 drives the rear left power wheel 6 on one side to rotate. At this time, when the rear right power wheel 9 on the other side is not braked, the vehicle turns towards the rear right power wheel 9 side.

[0064] Then, start the first motor 801 through an external power supply. The first motor 801 drives the first bevel gear 806 to rotate. The first bevel gear 806 drives the second bevel gear 807 to rotate through meshing transmission. The second bevel gear 807 drives the transmission screw 808 to rotate. The transmission screw 808 drives the power adjustment slider 809 to move along the transmission screw 808 through the threads on its surface. At the same time, the guiding slider 810 moves along the guiding chute 811, so that the side-tooth ring on one side of the power adjustment slider 809 engages with the lateral gear 805, so that the rear left power wheels 6 and the rear right power wheels 9 on both sides of the vehicle rotate simultaneously, thereby controlling the vehicle to move forward; in addition, when the first motor 801 rotates in the reverse direction and the second motor 802 is not started, one side of the power adjustment slider 809 does not engage with the lateral gear 805. At this time, only the rear right power wheel 9 close to the second transmission rod 814 rotates, and the rear left power wheel 6 does not rotate, and the vehicle turns towards the rear left power wheel 6 side.

[0065] Finally, when the transmission screw 808 drives the first transmission rod 812 to rotate, the first transmission rod 812 drives the second transmission rod 814 to rotate, and the second transmission rod 814 drives the heat dissipation blade 817 to rotate. The two ends of the heat dissipation blade 817 are respectively hinged to the second cross 818 and the first cross 816, so the second cross 818 and the first cross 816 will drive the heat dissipation blade 817 to revolve around the second transmission rod 814, and the end of the heat dissipation blade 817 close to the limiting side plate 813 is fixedly connected to the cross bar connector 819, and the cross bar connector 819 is fixedly connected to the cross bar connector 819. 9 is fixedly connected to the connecting slider 820, and the special-shaped parts composed of the heat dissipation blades 817, the crossbar connecting piece 819 and the connecting slider 820 are injection-molded parts. When the connecting slider 820 moves along the track of the special-shaped limiting slide groove 821 in the special-shaped limiting slide groove 821, it will drive the heat dissipation blades 817 to rotate irregularly, thereby stirring the air and forming an irregular air flow, thereby achieving a better heat dissipation effect through the irregularly changing flow of air, and at the same time dissipating heat to the edges inside the gearbox, avoiding suppressing the wind speed and heat dissipation effect in the small space of the gearbox;

[0066] In addition, the resistance adjustment component 5 is used to adjust the resistance of the vehicle during driving, which can be adjusted according to the driver's needs. Appropriate resistance can increase the stability of the vehicle. The working principle of the resistance adjustment component 5 is to adjust the position of the rubber block 504 by rotating the adjustment knob 503. The rubber block 504 moves toward the inside of the preset screw hole 502 and approaches the front vehicle steering wheel 4, thereby squeezing the front vehicle steering wheel 4. When the rubber block 504 presses against the front vehicle steering wheel 4, the resistance of the front vehicle steering wheel 4 is adjusted.

[0067] The wind wheel 2 produces a certain aerodynamic effect through rotation. It is an aerodynamic device that generates the required downward pressure by changing the direction and speed of the airflow, thereby enhancing the car's grip when driving at high speeds, making it more stable and having better aerodynamic performance. In real cars, spoilers and winglets are used to improve the car's stability and control aerodynamic lift.

[0068] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A dual-motor input electric loader gearbox, comprising a gearbox housing (1) and a vehicle frame (3), characterized in that: A dual-motor transmission structure (8) is installed inside the gearbox housing (1), and the dual-motor transmission structure (8) is used for transmission steering and heat dissipation. A left power wheel (6) of the rear vehicle is installed on one side of the dual-motor transmission structure (8), and a right power wheel (9) of the rear vehicle is installed on the other side of the dual-motor transmission structure (8). The front vehicle steering wheels (4) are installed on both sides of one end of the vehicle frame (3), and a resistance adjustment component (5) is installed on the side of the front vehicle steering wheel (4) close to the vehicle frame (3). The resistance adjustment component (5) adjusts the resistance of the front vehicle steering wheel (4); The dual-motor transmission structure (8) includes a first motor (801), a second motor (802) and a second bevel gear (807), and the first motor (801) and the second motor (802) are installed inside the gearbox housing (1), the second motor (802) drives the left power wheel (6) of the rear vehicle to rotate through transmission, and the first motor (801) drives the right power wheel (9) of the rear vehicle and the heat dissipation blade (817) to rotate through transmission, and the heat dissipation blade (817) is installed between the first motor (801) and the right power wheel (9) of the rear vehicle.

2. The dual-motor input electric loader gearbox according to claim 1, characterized in that: The output end of the second motor (802) is provided with a first gear (803), and the bottom end of the first gear (803) is provided with a second gear (804), and the second gear (804) and the first gear (803) are driven by meshing; The second gear (804) is mounted on a side close to the left power wheel (6) of the rear vehicle.

3. The dual-motor input electric loader gearbox according to claim 2, characterized in that: A lateral gear (805) is fixed to the side of the second gear (804) away from the left power wheel (6) of the rear vehicle.

4. The dual-motor input electric loader gearbox according to claim 3, characterized in that: A first bevel gear (806) is installed at the output end of the first motor (801), and a second bevel gear (807) is installed on one side of the first bevel gear (806). A transmission screw (808) is fixed on the side of the second bevel gear (807) away from the first bevel gear (806), and the transmission screw (808) and the first bevel gear (806) are driven by meshing, and the transmission screw (808) and the first bevel gear (806) are distributed at right angles.

5. The dual-motor input electric loader gearbox according to claim 4, characterized in that: A power adjustment slider (809) is passed through the side of the transmission screw (808) away from the first bevel gear (806), and the power adjustment slider (809) and the transmission screw (808) are driven by threads, and a side gear ring is provided on the side of the power adjustment slider (809) close to the lateral gear (805) and engaged with the lateral gear (805); A guide slider (810) is fixed to the bottom end of the power adjustment slider (809), and a guide slot (811) is provided at the bottom end inside the gearbox housing (1), and the guide slider (810) slides inside the guide slot (811).

6. The dual-motor input electric loader gearbox according to claim 5, characterized in that: A first transmission rod (812) is fixed to the side of the transmission screw (808) away from the power adjustment slider (809), a second transmission rod (814) is fixed to the side of the first transmission rod (812) away from the transmission screw (808), and a right power wheel (9) of the rear vehicle is fixed to the side of the second transmission rod (814) away from the first transmission rod (812).

7. The dual-motor input electric loader gearbox according to claim 6, characterized in that: A limiting side plate (813) is provided at the connection between the first transmission rod (812) and the second transmission rod (814), and the limiting side plate (813) is fixed to the gearbox housing (1), and the first transmission rod (812) and the second transmission rod (814) pass through the middle position of the limiting side plate (813).

8. The dual-motor input electric loader gearbox according to claim 7, characterized in that: A special-shaped limiting sliding groove (821) is embedded on one side of the limiting side plate (813) close to the second transmission rod (814), and the special-shaped limiting sliding groove (821) is in a special-shaped elliptical shape; A second cross (818) is installed on the side of the second transmission rod (814) close to the limiting side plate (813), and a first cross (816) is installed on the side of the second transmission rod (814) close to the right power wheel (9) of the rear vehicle. Penetrating rings (815) are fixed on the four edges of the second cross (818) and the first cross (816); A heat dissipation blade (817) is installed between the first cross (816) and the second cross (818) through a through ring (815), and a crossbar connecting member (819) is fixed to the side of the heat dissipation blade (817) close to the limiting side plate (813), and a connecting slider (820) is fixed to the end of the crossbar connecting member (819) away from the heat dissipation blade (817), and the connecting slider (820) slides along the inner track of the special-shaped limiting slot (821).

9. The dual-motor input electric loader gearbox according to claim 1, characterized in that: The resistance adjustment assembly (5) includes a splicing connector (501), and the splicing connector (501) is installed at the connection between the automobile frame (3) and the front vehicle steering wheel (4), the top end of the splicing connector (501) close to the front vehicle steering wheel (4) is inlaid with a preset screw hole (502), and the interior of the preset screw hole (502) is penetrated by an adjustment knob (503), and the bottom end of the adjustment knob (503) is installed with a rubber block (504), and the side of the rubber block (504) close to the front vehicle steering wheel (4) is in contact with the front vehicle steering wheel (4).

10. The dual-motor input electric loader gearbox according to claim 1, characterized in that: The automobile frame (3) is provided with through holes at the four edges thereof, and a wind wheel (2) is installed in the through holes. One side of the top end of the gearbox housing (1) is connected to an oil delivery pipe (7).

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