Electric drive balance box based on self-circulation lubrication and split composite transmission

Abstract

This invention discloses an electric drive balance box based on self-circulating lubrication and a split-type composite transmission, comprising: a balance box body, a wheel-side reduction gear component, and a motor input assembly mounted on the balance box body. Multiple intermediate gear assemblies mesh on both sides of the gear in the motor input assembly, with the last intermediate gear assembly meshing with the gear in the output shaft assembly. The output shaft assembly is connected to the wheel-side reduction gear component, which reduces the speed and increases the torque of the power from the output shaft assembly, enabling driving and parking functions. This invention innovatively adopts a "motor + parallel shaft gear + planetary gear set coupling" transmission scheme, using multiple fixed-axis gear sets to form a parallel shaft system. This system can withstand greater loads and also handle high speeds, high frequencies, and high torques from electric drive forces, making it applicable to a wider range of energy sources.

Description

Technical Field

[0001] This invention relates to an electric drive balance box based on self-circulating lubrication and split-type composite transmission, belonging to the field of engineering machinery technology. Background Technology

[0002] Currently, high-horsepower graders used for tasks such as leveling, trimming, ditching, and slope shaping operate under harsh conditions, heavy loads, and long operating times, making it difficult to meet the demands of graders for higher reliability, lower temperature rise, lower cost, and higher load capacity.

[0003] The continuous operation of existing graders places high demands on gear and bearing lubrication. Prolonged gear meshing and bearing rotation generate significant heat due to friction. Failure to ensure proper gear cooling and bearing lubrication can lead to gear wear and bearing damage. Graders often use splash lubrication in their balance boxes. Under certain slope conditions and prolonged continuous operation, this can result in some gear meshing lacking cooling and bearings lacking lubrication, thus reducing the grader's reliability. Furthermore, the rear axle balance box in the transmission cannot withstand high loads. With the rapid development of new energy sources, electric drive for graders has become a trend, posing even greater challenges to the temperature rise, lubrication, reliability, and transmission structure of existing high-horsepower graders.

[0004] Therefore, the development of a new balance box for electric-driven graders with high reliability and lubricity to meet the high-load and continuous operation conditions of graders is of great practical significance. Summary of the Invention

[0005] Objective: In order to overcome the shortcomings of the existing technology, the present invention provides an electric drive balance box based on self-circulating lubrication and split-type composite transmission.

[0006] Technical solution: To solve the above technical problems, the technical solution adopted by the present invention is as follows:

[0007] An electric drive balance box based on self-circulating lubrication and split-type composite transmission includes: a balance box body, a wheel-side reduction gear component, a motor input assembly mounted on the balance box body, a first intermediate gear assembly and a second intermediate gear assembly meshing on both sides of the gear of the motor input assembly, the other side of the first intermediate gear assembly meshing with a third intermediate gear assembly, the other side of the second intermediate gear assembly meshing with a fourth intermediate gear assembly, the other side of the third intermediate gear assembly meshing with a gear of a first output shaft assembly, and the other side of the fourth intermediate gear assembly meshing with a gear of a second output shaft assembly. The first output shaft assembly and the second output shaft assembly are respectively connected to the wheel-side reduction gear component, which is used to reduce the speed and increase the torque of the power of the output shaft assembly to realize driving and parking functions.

[0008] Optionally, the wheel-side reduction component includes: a support shaft assembly, an internal gear ring assembly, a primary planetary transmission mechanism and a secondary planetary transmission mechanism for meshing transmission, a parking brake assembly at the input end of the primary planetary transmission mechanism, and a service brake assembly at the output end of the primary planetary transmission mechanism.

[0009] Optionally, it also includes an oil collection tank and a lubrication assembly. The balance box is provided with an oil collection tank, and the lubrication assembly is used to supply the lubricating oil in the oil collection tank to the motor input assembly, intermediate gear assembly and output shaft assembly for heat dissipation and lubrication.

[0010] Optionally, the lubrication assembly includes a lubrication pipeline assembly, wherein the ends of each branch of the lubrication pipeline assembly are respectively disposed at the corresponding positions of the meshing gear and the bearing, for heat dissipation and lubrication of the meshing gear and the bearing.

[0011] Optionally, the lubrication assembly further includes an external circulation power system, which includes a pump, an oil filtration system, and a cooling system. The pump, oil filtration system, and cooling system are connected in sequence via pipelines. The inlet of the pump is connected to the outlet pipeline of the lubrication pipeline assembly, and the outlet of the cooling system is connected to the inlet pipeline of the lubrication pipeline assembly.

[0012] Optionally, the lubrication pipeline assembly includes: a first output connector, a second output connector, one end of the first output connector being connected to the first end of a first tee connector, the second end of the first tee connector being connected to the first end of a second tee connector, the second end of the second tee connector being connected to the first end of a third tee connector, the second end of the third tee connector being connected to the first end of a fourth tee connector; one end of the second output connector being connected to the first end of a fifth tee connector, the second end of the fifth tee connector being connected to the first end of a sixth tee connector, the second end of the sixth tee connector being connected to the first end of a seventh tee connector, and the second end of the seventh tee connector being connected to the first end of an eighth tee connector.

[0013] The other end of the first output connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the output end cover of the first output shaft assembly. The third end of the first tee connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the third intermediate gear assembly and the gear of the first output shaft assembly. The third end of the third tee connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the third intermediate gear assembly and the gear of the first intermediate gear assembly. The second end of the fourth tee connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the first intermediate gear assembly and the gear of the motor input assembly.

[0014] The other end of the second output connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe, and the outlet of the other end of the pipe is located above the output end cover of the second output shaft assembly. The third end of the fifth tee connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe, and the outlet of the other end of the pipe is located above the meshing point between the gear of the fourth intermediate gear assembly and the gear of the second output shaft assembly. The third end of the seventh tee connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe, and the outlet of the other end of the pipe is located above the meshing point between the gear of the fourth intermediate gear assembly and the gear of the second intermediate gear assembly. The second end of the eighth tee connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe, and the outlet of the other end of the pipe is located above the meshing point between the gear of the second intermediate gear assembly and the gear of the motor input assembly.

[0015] The third end of the second tee connector is connected to the first end of the ninth tee connector, the second end of the ninth tee connector is connected to the first end of the thirteenth tee connector, the second end of the thirteenth tee connector is connected to the first end of the eleventh tee connector, the second end of the eleventh tee connector is connected to the first end of the twelfth tee connector, the second end of the twelfth tee connector is connected to the first end of the thirteenth tee connector, and the second end of the thirteenth tee connector is connected to the third end of the sixth tee connector.

[0016] The third end of the ninth three-way connector is connected to the cavity in the bearing fixing plate of the third intermediate gear assembly through a throttling hole in the balance box. The third end of the thirteenth three-way connector is connected to the gear lubrication main channel of the first gear shaft of the first intermediate gear assembly through a throttling hole in the balance box. The third end of the eleventh three-way connector is connected to the input lubrication main channel of the input shaft of the motor input assembly through a throttling hole in the balance box. The third end of the twelfth three-way connector is connected to the gear lubrication main channel of the first gear shaft of the second intermediate gear assembly through a throttling hole in the balance box. The third end of the thirteenth three-way connector is connected to the cavity in the bearing fixing plate of the fourth intermediate gear assembly through a throttling hole in the balance box.

[0017] One end of the oil tank output pipe is connected to the oil collection tank.

[0018] Optionally, the other end of the oil tank output pipe is connected to the input end of the pump, and the third end of the fourth tee connector and the third end of the eighth tee connector are respectively connected to the output end of the heat dissipation system.

[0019] Optionally, the motor input assembly includes: an input shaft, on which an input lubrication main channel is provided, the input lubrication main channel being connected to lubrication sub-channels respectively, and the port of the lubrication sub-channels being located between a first input bearing and a second input bearing.

[0020] Optionally, both the first intermediate gear assembly and the second intermediate gear assembly include: a first gear shaft, on which a first gear bearing is sleeved, and on which a lubrication fixing plate covering the end face of the first gear bearing is also sleeved, and on which a gear lubrication main channel is provided, and on which a gear lubrication sub-channel is provided, wherein the port of the gear lubrication sub-channel communicates with the cavity in the lubrication fixing plate.

[0021] Optionally, both the third intermediate gear assembly and the fourth intermediate gear assembly include: a second gear shaft, on which a second gear bearing, a bearing fixing plate, and an annular plate are sequentially mounted. The bearing fixing plate has a cavity, which communicates with the second gear bearing through a through hole on the bearing fixing plate.

[0022] Optionally, both the first output shaft assembly and the second output shaft assembly include: an output shaft, an output bearing sleeved on the output shaft, an output end cover fixed on the output bearing, an oil collection groove provided on the output end cover, and the oil collection groove communicating with the output bearing through a through hole.

[0023] Optionally, a protective column is provided at the bottom of the balance box.

[0024] Beneficial effects: This invention provides an electric drive balance box based on self-circulating lubrication and split-type composite transmission. Targeting the driving routes of high-horsepower electric drive graders, it innovatively adopts a "motor + parallel shaft gear + planetary gear coupling" transmission scheme. The new balance box is divided into two parts: the box body and the wheel-side reduction assembly. Addressing the issue of low load-bearing capacity in traditional chain drive structures, this invention uses multiple fixed-axis gear sets to form a parallel shaft system, which can withstand greater loads as well as the high speed, high frequency, and high torque from electric drive force, making it applicable to a wider range of energy types.

[0025] To further improve the reliability and versatility of the balance box, the wheel-side reduction section and the box body of this invention adopt a separate and chambered combination. The power of the box body is transmitted to the wheel-side reduction via a splined shaft. Splash lubrication is used to meet the lubrication requirements of the wheel-side reduction assembly itself, further enhancing the overall reliability and maintainability of the machine. In terms of functionality, it is no longer limited to the current basic functions of reduction and torque increase. It incorporates a combination of "disc spring-friction plate / steel plate" and adds service brake and parking brake functions, effectively improving the safety and reliability of the vehicle's braking.

[0026] To address the technical challenges of simultaneously satisfying requirements for gear meshing heat dissipation, bearing lubrication, oil churning loss, and slope operation in the balance box of a high-horsepower grader, this invention provides a multi-point distributed circulating lubrication structure. The wheel-side reduction assembly of the balance box still uses oil immersion lubrication, while the box assembly employs a multi-point distributed lubrication structure, with the two lubrication chambers operating independently. This multi-point structure, using a circulating lubrication method, fundamentally solves the problem of oil churning loss, retaining only a minimum level of lubricating oil within the chambers. Spray lubrication solves the problems of insufficient lubrication and heat dissipation for gears and bearings during slope operation. Stepped holes and oil baffles address new issues arising from the new solution, such as joint detachment and insufficient lubrication flow. An oil collection groove is installed at the bottom to prevent interruptions in the circulating lubrication process.

[0027] Compared with the prior art, the advantages of the present invention are as follows:

[0028] 1) The high-horsepower grader involved in this invention abandons the traditional rear axle drive route and innovatively adopts a motor + parallel shaft gear + planetary gear coupling transmission route, which makes the structural design simpler and more reasonable, and improves transmission efficiency and power density; the new balance box is divided into two parts: the box body and the wheel-side reduction assembly. The wheel-side reduction assembly adopts a built-in wet driving and parking brake mechanism, which is compact in structure and effectively improves the safety and reliability of the vehicle's braking.

[0029] 2) Structural Design of Balance Box for High-Horsepower Graders. This invention proposes an electrically driven balance box based on self-circulating lubrication and a split-type composite transmission. The box adopts a "one-to-many" circulating lubrication scheme. Through an external pipeline + internal oil passage structure, reasonable throttling holes and oil collection grooves are set according to the lubrication requirements of gears, bearings and other components, effectively improving the lubrication effect and reducing oil churning loss. At the same time, it overcomes the problem of insufficient lubrication of some gears and bearings under the oil churning lubrication method of the balance box when graders are operating horizontally or on slopes.

[0030] 3) The multi-point distributed circulating lubrication structure of this invention adopts a stepped hole structure, which effectively prevents the risk of joint detachment caused by gearbox vibration and improves the reliability of the reducer; an oil collection trough is set at the bottom to effectively prevent the circulation lubrication operation from being interrupted; there are protective columns at the front and rear of the oil tank to protect the oil collection tank from damage, which greatly improves the reliability of the balance box and meets the requirements of the grader to operate in harsh environments. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of the electrically driven balance box of the present invention.

[0032] Figure 2 This is a schematic diagram of the structure of the balance box body of the present invention.

[0033] Figure 3 This is a front view of the balance box body of the present invention.

[0034] Figure 4 This is a schematic diagram of the reverse side of the balance box body of the present invention.

[0035] Figure 5 This is a schematic diagram of the lubrication pipeline assembly of the present invention.

[0036] Figure 6 This is a schematic diagram of the lubrication assembly of the present invention.

[0037] Figure 7 This is a cross-sectional schematic diagram along the AA, BB, CC, and DD directions of the present invention.

[0038] Figure 8 This is a cross-sectional view of the motor input assembly of the present invention along the AA direction.

[0039] Figure 9 This is a cross-sectional view of the first intermediate gear assembly and the second intermediate gear assembly in the BB direction of the present invention.

[0040] Figure 10 This is a cross-sectional view of the third intermediate gear assembly and the fourth intermediate gear assembly in the CC direction of the present invention.

[0041] Figure 11This is a cross-sectional view of the first output shaft assembly and the second output shaft assembly in the DD direction of the present invention. Detailed Implementation

[0042] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0043] The present invention will be further described below with reference to specific embodiments.

[0044] Example 1:

[0045] This embodiment introduces an electric drive balance box based on self-circulating lubrication and a split-type composite transmission, such as... Figure 1 , 2 As shown, the system includes: a balance box housing 1 and a wheel-side reduction gear 12. A motor input assembly 2 is mounted on the balance box housing 1. A first intermediate gear assembly 3 and a second intermediate gear assembly 4 mesh with the gears on both sides of the motor input assembly 2. The other side of the first intermediate gear assembly 3 meshes with a third intermediate gear assembly 5, and the other side of the second intermediate gear assembly 4 meshes with a fourth intermediate gear assembly 6. The other side of the third intermediate gear assembly 5 meshes with the gears of a first output shaft assembly 7, and the other side of the fourth intermediate gear assembly 6 meshes with the gears of a second output shaft assembly 8. The first output shaft assembly 7 and the second output shaft assembly 8 are respectively connected to the wheel-side reduction gear 12. The wheel-side reduction gear 12 is used to reduce the speed and increase the torque of the output shaft assembly, thereby achieving driving and parking functions.

[0046] Furthermore, the wheel-side reduction component 12 includes: a support shaft assembly 1201, an internal gear ring assembly 1202 is provided inside the support shaft assembly 1201, a first-stage planetary transmission mechanism 1203 and a second-stage planetary transmission mechanism 1204 are provided inside the internal gear ring assembly 1202 for meshing transmission, a parking brake assembly 1205 is provided at the input end of the first-stage planetary transmission mechanism 1203, and a service brake assembly 1206 is provided at the output end of the first-stage planetary transmission mechanism 1205.

[0047] Furthermore, such as Figure 3 , Figure 4 As shown, it also includes an oil collection tank 9 and a lubrication assembly. The balance box 1 is provided with an oil collection tank 9, and the lubrication assembly is used to provide the lubricating oil in the oil collection tank 9 to the motor input assembly, intermediate gear assembly and output shaft assembly for heat dissipation and lubrication.

[0048] Furthermore, such as Figure 5 , Figure 6 As shown, the lubrication assembly includes a lubrication pipeline assembly 10. The ends of each branch of the lubrication pipeline assembly 10 are respectively located at the corresponding positions of the meshing gear and the bearing, for heat dissipation and lubrication of the meshing gear and the bearing.

[0049] Furthermore, the lubrication assembly also includes an external circulation power system, which includes a pump, an oil filtration system, and a cooling system. The pump, oil filtration system, and cooling system are connected in sequence via pipelines. The inlet of the pump is connected to the outlet pipeline of the lubrication pipeline assembly 10, and the outlet of the cooling system is connected to the inlet pipeline of the lubrication pipeline assembly 10.

[0050] Furthermore, the lubrication pipeline assembly 10 includes: a first output connector 1001 and a second output connector 1002. One end of the first output connector 1001 is connected to the first end of the first tee connector 1003, the second end of the first tee connector 1003 is connected to the first end of the second tee connector 1004, the second end of the second tee connector 1004 is connected to the first end of the third tee connector 1005, and the second end of the third tee connector 1005 is connected to the first end of the fourth tee connector 1006. One end of the second output connector 1002 is connected to the first end of the fifth tee connector 1007, the second end of the fifth tee connector 1007 is connected to the first end of the sixth tee connector 1008, the second end of the sixth tee connector 1008 is connected to the first end of the seventh tee connector 1009, and the second end of the seventh tee connector 1009 is connected to the first end of the eighth tee connector 1010.

[0051] The other end of the first output connector 1001 is connected to the throttling hole inside the balance box 1. The other end of the throttling hole is connected to a pipe. The outlet of the other end of the pipe is located above the output end cover 703 of the first output shaft assembly 7. The third end of the first tee connector 1003 is connected to the throttling hole inside the balance box 1. The other end of the throttling hole is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the third intermediate gear assembly 5 and the gear of the first output shaft assembly 7. The third end of the third tee connector 1005 is connected to the throttling hole inside the balance box 1. The other end of the throttling hole is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the third intermediate gear assembly 5 and the gear of the first intermediate gear assembly 3. The second end of the fourth tee connector 1006 is connected to the throttling hole inside the balance box 1. The other end of the throttling hole is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the first intermediate gear assembly 3 and the gear of the motor input assembly 2.

[0052] The other end of the second output connector 1002 is connected to the throttling orifice inside the balance box 1. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the output end cover 703 of the second output shaft assembly 8. The third end of the fifth tee connector 1007 is connected to the throttling orifice inside the balance box 1. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the fourth intermediate gear assembly 6 and the gear of the second output shaft assembly 8. The third end of the seventh tee connector 1009 is connected to the throttling orifice inside the balance box 1. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the fourth intermediate gear assembly 6 and the gear of the second intermediate gear assembly 4. The second end of the eighth tee connector 1010 is connected to the throttling orifice inside the balance box 1. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the second intermediate gear assembly 4 and the gear of the motor input assembly 2.

[0053] The third end of the second three-way connector 1004 is connected to the first end of the ninth three-way connector 1011, the second end of the ninth three-way connector 1011 is connected to the first end of the thirteenth three-way connector 1012, the second end of the thirteenth three-way connector 1012 is connected to the first end of the eleventh three-way connector 1013, the second end of the eleventh three-way connector 1013 is connected to the first end of the twelfth three-way connector 1014, the second end of the twelfth three-way connector 1014 is connected to the first end of the thirteenth three-way connector 1015, and the second end of the thirteenth three-way connector 1015 is connected to the third end of the sixth three-way connector 1008.

[0054] The third end of the ninth three-way connector 1011 is connected to the cavity 5031 in the bearing fixing plate 503 of the third intermediate gear assembly 5 through the throttling hole in the balance box 1. The third end of the thirteenth three-way connector 1012 is connected to the gear lubrication main channel 304 of the first gear shaft 301 of the first intermediate gear assembly 3 through the throttling hole in the balance box 1. The third end of the eleventh three-way connector 1013 is connected to the input lubrication main channel of the input shaft 201 of the motor input assembly 2 through the throttling hole in the balance box 1. The third end of the twelfth three-way connector 1014 is connected to the gear lubrication main channel 304 of the first gear shaft 301 of the second intermediate gear assembly 4 through the throttling hole in the balance box 1. The third end of the thirteenth three-way connector 1015 is connected to the cavity 5031 in the bearing fixing plate 503 of the fourth intermediate gear assembly 6 through the throttling hole in the balance box 1.

[0055] One end of the oil tank output pipe 1016 is connected to the oil collection tank 9.

[0056] Furthermore, the other end of the oil tank output pipe 1016 is connected to the input end of the pump, and the third end of the fourth tee connector 1006 and the third end of the eighth tee connector 1010 are respectively connected to the output end of the heat dissipation system.

[0057] Furthermore, such as Figure 7 , Figure 8 As shown, the motor input assembly 2 includes: an input shaft 201, on which an input lubrication main channel 202 is provided, the input lubrication main channel 202 is connected to a lubrication sub-channel 203, and the port of the lubrication sub-channel 203 is located between a first input bearing 204 and a second input bearing 205.

[0058] Furthermore, such as Figure 9 As shown, both the first intermediate gear assembly 3 and the second intermediate gear assembly 4 include: a first gear shaft 301, a first gear bearing 302 sleeved on the first gear shaft 301, a lubrication fixing plate 303 covering the end face of the first gear bearing 302 sleeved on the first gear shaft 301, a gear lubrication main channel 304 provided on the first gear shaft 301, a gear lubrication sub-channel 305 provided on the gear lubrication main channel 304, and the port of the gear lubrication sub-channel 305 communicating with the cavity 306 in the lubrication fixing plate 303.

[0059] Furthermore, such as Figure 10 As shown, the third intermediate gear assembly 5 and the fourth intermediate gear assembly 6 both include: a second gear shaft 501, on which a second gear bearing 502, a bearing fixing plate 503 and an annular plate 504 are sequentially mounted. The bearing fixing plate 503 has a cavity 5031 inside, and the cavity 5031 communicates with the second gear bearing 502 through a through hole 5032 on the bearing fixing plate 503.

[0060] Furthermore, such as Figure 11 As shown, both the first output shaft assembly 7 and the second output shaft assembly 8 include: an output shaft 701, an output bearing 702 sleeved on the output shaft 701, an output end cover 703 fixed on the output bearing 702, an oil collection groove 7031 provided on the output end cover 703, and the oil collection groove 7031 communicating with the output bearing 702 through a through hole 7032.

[0061] Furthermore, a protective column 11 is provided at the bottom of the balance box body 1.

[0062] Example 2:

[0063] This embodiment describes the use of an electric drive balance box based on self-circulating lubrication and split-type composite transmission. The first intermediate gear assembly and the second intermediate gear assembly both adopt Z95 gears, while the third intermediate gear assembly and the fourth intermediate gear assembly both adopt Z71 gears. The motor input assembly works under the drive of the motor output shaft. The motor input assembly simultaneously drives the Z95 gear to rotate, the Z95 gear drives the Z71 gear to rotate, and the Z71 gear drives the output shaft assembly to rotate, thus outputting power outward.

[0064] The wheel-side reduction gear is connected to the balance box housing via a support shaft assembly. The output shaft in the output shaft assembly transmits power to the first-stage sun gear via a spline sleeve. Since the first-stage and second-stage planetary transmission mechanisms share a single internal gear ring assembly, and the internal gear ring assembly is spline-fitted to the support shaft, the second-stage planetary carrier is bolted to the end cover, and the end cover is bolted to the housing, the power ultimately reaches the housing output via the path of "first-stage sun gear → first-stage planetary gear → first-stage planetary carrier → second-stage sun gear → second-stage planetary gear → second-stage planetary carrier → end cover → housing". Furthermore, at the first-stage planetary carrier, a combination structure of disc spring parking brake and friction plate service brake is used. The contact movement of the service brake piston and parking brake piston achieves the driving and parking functions.

[0065] The external circulation power system of the lubrication assembly draws out the lubricating oil from the oil collection tank, passes through the oil filtration system and the heat dissipation system, and then enters it from the inlet of the lubrication pipeline assembly to dissipate heat and lubricate the meshing gears and bearings. Then, under the action of gravity, it collects in the bottom oil collection tank. Under the action of external pump suction, the lubricating oil is pumped back into the gearbox lubrication system through the pipeline, radiator, oil filtration system and other links, thereby achieving balanced circulation lubrication of the gearbox.

[0066] The lubrication pipeline assembly adopts a multi-stage stepped hole structure to place the throttling orifice and pipeline, preventing the internal pipeline or built-in throttling orifice from falling off due to the vibration of the whole machine; an arched oil collection trough is set at the bottom of the balance box, with protective columns welded at the front and rear and reinforcing ribs added to ensure the safety and reliability of the oil collection trough in complex working environments.

[0067] This invention abandons the traditional rear axle balance box route and innovatively adopts a motor + parallel shaft gear + planetary gear set coupling transmission route. The structural design is simpler and more reasonable, improving transmission efficiency and power density. The new balance box is divided into two parts: the box body and the wheel-side reduction assembly. The box body and the wheel-side reduction assembly adopt separate cavity lubrication. The wheel-side reduction assembly has a reliable self-lubricating system. Based on the lubrication flow field analysis results, the lubricating oil flow path in the planetary gear set can be designed to meet the lubrication flow requirements of the bearings and gears. It is simple and reliable, and does not require an external oil pump system.

[0068] This invention adopts a multi-point distributed circulating lubrication structure. Through the structure of external pipelines and internal oil passages, reasonable throttling holes and oil collection grooves are set according to the lubrication requirements of components such as gears and bearings, which effectively improves the lubrication effect and reduces oil churning loss.

[0069] This invention features a multi-point distributed circulating lubrication structure with stepped holes at the interface, effectively preventing the risk of joint detachment due to gearbox vibration and improving the reliability of the reducer. An oil collection trough and protective columns are installed at the bottom to effectively prevent problems such as oil leakage and circulation interruption caused by the new design.

[0070] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An electric drive balance box based on self-circulation lubrication and split composite transmission, characterized in that: include: The system includes a balance box housing and a wheel-side reduction gear. The balance box housing is equipped with a motor input assembly. A first intermediate gear assembly and a second intermediate gear assembly mesh on both sides of the gear of the motor input assembly. The other side of the first intermediate gear assembly meshes with a third intermediate gear assembly, and the other side of the second intermediate gear assembly meshes with a fourth intermediate gear assembly. The other side of the third intermediate gear assembly meshes with a gear of a first output shaft assembly, and the other side of the fourth intermediate gear assembly meshes with a gear of a second output shaft assembly. The first and second output shaft assemblies are connected to the wheel-side reduction gear, which is used to reduce the speed and increase the torque of the output shaft assembly, enabling driving and parking functions. It also includes an oil collection tank and a lubrication assembly. The balance box is equipped with an oil collection tank, and the lubrication assembly is used to supply the lubricating oil in the oil collection tank to the motor input assembly, intermediate gear assembly and output shaft assembly for heat dissipation and lubrication. The lubrication assembly includes a lubrication pipeline assembly, wherein the ends of each branch of the lubrication pipeline assembly are respectively located at the corresponding positions of the meshing gear and the bearing, for heat dissipation and lubrication of the meshing gear and the bearing; The lubrication pipeline assembly includes: a first output connector, one end of which is connected to the first end of a first tee connector, the second end of which is connected to the first end of a second tee connector, the second end of which is connected to the first end of a third tee connector, and the second end of which is connected to the first end of a fourth tee connector; the other end of the first output connector is connected to a throttling orifice inside the balance box, the other end of which is connected to a pipeline, the outlet of which is located above the output end cover of the first output shaft assembly, and the third end of the first tee connector is connected to the throttling orifice inside the balance box for throttling. The other end of the hole is connected to a pipe, and the outlet of the other end of the pipe is located above the meshing point between the gear of the third intermediate gear assembly and the gear of the first output shaft assembly. The third end of the third tee connector is connected to a throttling hole inside the balance box. The other end of the throttling hole is connected to a pipe, and the outlet of the other end of the pipe is located above the meshing point between the gear of the third intermediate gear assembly and the gear of the first intermediate gear assembly. The second end of the fourth tee connector is connected to a throttling hole inside the balance box. The other end of the throttling hole is connected to a pipe, and the outlet of the other end of the pipe is located above the meshing point between the gear of the first intermediate gear assembly and the gear of the motor input assembly.

2. The electric drive balance box based on self-circulation lubrication and split composite transmission according to claim 1, characterized in that: The lubrication assembly also includes an external circulation power system, which includes a pump, an oil filtration system, and a cooling system. The pump, oil filtration system, and cooling system are connected in sequence via pipelines. The inlet of the pump is connected to the outlet pipeline of the lubrication pipeline assembly, and the outlet of the cooling system is connected to the inlet pipeline of the lubrication pipeline assembly.

3. The electric drive balance box based on self-circulation lubrication and split composite transmission according to claim 1, characterized in that: The lubrication pipeline assembly further includes: a second output connector, one end of which is connected to the first end of the fifth three-way connector, the second end of the fifth three-way connector is connected to the first end of the sixth three-way connector, the second end of the sixth three-way connector is connected to the first end of the seventh three-way connector, and the second end of the seventh three-way connector is connected to the first end of the eighth three-way connector. The other end of the second output connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the output end cover of the second output shaft assembly. The third end of the fifth three-way connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the fourth intermediate gear assembly and the gear of the second output shaft assembly. The third end of the seventh three-way connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the fourth intermediate gear assembly and the gear of the second intermediate gear assembly. The second end of the eighth three-way connector is connected to a throttling orifice inside the balance box. The other end of the throttling orifice is connected to a pipe. The outlet of the other end of the pipe is located above the meshing point between the gear of the second intermediate gear assembly and the gear of the motor input assembly. The third end of the second three-way connector is connected to the first end of the ninth three-way connector, the second end of the ninth three-way connector is connected to the first end of the thirteenth three-way connector, the second end of the thirteenth three-way connector is connected to the first end of the eleventh three-way connector, the second end of the eleventh three-way connector is connected to the first end of the twelfth three-way connector, the second end of the twelfth three-way connector is connected to the first end of the thirteenth three-way connector, and the second end of the thirteenth three-way connector is connected to the third end of the sixth three-way connector. The third end of the ninth three-way connector is connected to the cavity in the bearing fixing plate of the third intermediate gear assembly through a throttling hole in the balance box; the third end of the thirteenth three-way connector is connected to the gear lubrication main channel of the first gear shaft of the first intermediate gear assembly through a throttling hole in the balance box; the third end of the eleventh three-way connector is connected to the input lubrication main channel of the input shaft of the motor input assembly through a throttling hole in the balance box; the third end of the twelfth three-way connector is connected to the gear lubrication main channel of the first gear shaft of the second intermediate gear assembly through a throttling hole in the balance box; and the third end of the thirteenth three-way connector is connected to the cavity in the bearing fixing plate of the fourth intermediate gear assembly through a throttling hole in the balance box. One end of the fuel tank output pipe is connected to the fuel collection trough.

4. The electric drive balance box based on self-circulating lubrication and split-type composite transmission according to claim 1, characterized in that: The wheel-side reduction component includes: a support shaft assembly, an internal gear ring assembly, a primary planetary transmission mechanism and a secondary planetary transmission mechanism for meshing transmission, a parking brake assembly at the input end of the primary planetary transmission mechanism, and a service brake assembly at the output end of the primary planetary transmission mechanism.

5. The electric drive balance box based on self-circulating lubrication and split-type composite transmission according to claim 1, characterized in that: The motor input assembly includes: an input shaft, on which an input lubrication main channel is provided, the input lubrication main channel being connected to a lubrication sub-channel, and the port of the lubrication sub-channel being located between a first input bearing and a second input bearing.

6. The electric drive balance box based on self-circulating lubrication and split-type composite transmission according to claim 1, characterized in that: Both the first intermediate gear assembly and the second intermediate gear assembly include: a first gear shaft, a first gear bearing sleeved on the first gear shaft, a lubrication fixing plate covering the end face of the first gear bearing sleeved on the first gear shaft, a gear lubrication main channel provided on the first gear shaft, a gear lubrication sub-channel provided on the gear lubrication main channel, and the port of the gear lubrication sub-channel communicating with the cavity in the lubrication fixing plate.

7. The electric drive balance box based on self-circulating lubrication and split-type composite transmission according to claim 1, characterized in that: Both the third intermediate gear assembly and the fourth intermediate gear assembly include: a second gear shaft, on which a second gear bearing, a bearing fixing plate, and an annular plate are sequentially mounted. The bearing fixing plate has a cavity, which communicates with the second gear bearing through a through hole on the bearing fixing plate.

8. The electric drive balance box based on self-circulating lubrication and split-type composite transmission according to claim 1, characterized in that: Both the first output shaft assembly and the second output shaft assembly include: an output shaft, an output bearing sleeved on the output shaft, an output end cover fixed on the output bearing, an oil collection groove provided on the output end cover, and the oil collection groove communicating with the output bearing through a through hole.

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