Single-motor power take-off and walking integrated control gearbox and gear shifting method thereof

Abstract

The invention belongs to the technical field of gearboxes, and particularly relates to a single-motor power take-off and walking integrated control gearbox and a gear shifting method thereof.The gearbox comprises a motor assembly, a power take-off gear assembly, a forward gear assembly, an output gear assembly and a reverse gear assembly; the motor assembly outputs power to the power take-off gear assembly, the forward gear assembly and the reverse gear assembly, the power take-off gear assembly is in a normally meshed state, and the three clutches are locked and opened according to needs. Compared with a traditional gearbox, parking power take-off and driving power take-off of a single-motor system can be achieved, the state switching process is smooth, in addition, integrated control and arbitrary power distribution are achieved, two forward gears are arranged, when the gearbox is in the forward gears, power-interruption-free gear shifting can be achieved through superposition of a second clutch C2 and a third clutch C3, and the gear shifting efficiency is improved. In addition, the problems of gear shifting power interruption, large pause and high failure rate (gear shifting tooth breaking) of an existing electric gearbox are solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of gearboxes, and in particular to a single-motor power take-off and traveling integrated control gearbox and a gear shifting method thereof. Background Art

[0002] The current electric engineering machinery is matched with a traditional gearbox, and the torque converter has a large energy loss, high cost, and redundant gears; the existing electrified gearbox cannot achieve efficient power splitting between power take-off and travel with a single motor (it is divided into independent control of the travel motor and the power take-off motor. The power take-off motor controls the hydraulic system. When the hydraulic system is not working, the power cannot be transmitted to the wheels. When the power of the travel motor is small, it is easy to be insufficient, and the power distribution of the whole vehicle is not fully coordinated); in addition, the existing AMT gearbox of engineering machinery such as electric loaders has a gear shifting process of clearing the motor torque, retracting the shift fork, speed regulation (after shifting, the current speed of the motor is adjusted to the next gear is less than 50rpm), advancing the shift fork, and torque recovery. When there is a problem with the speed regulation or the road feedback fluctuates, it causes the advance shift fork to have problems with the teeth, which causes the shift power to be interrupted, large jerks, and a high failure rate (gear knocking during gear shifting). Summary of the Invention

[0003] Technical problem to be solved: The purpose of the present invention is to solve the problem in the prior art that the electric transmission cannot achieve power taking and traveling with a single motor, and to propose an integrated control transmission with power taking and traveling with a single motor and a shifting method thereof.

[0004] Technical solution: A single-motor power take-off and travel integrated control gearbox, including a motor assembly, a power take-off gear assembly, a forward gear assembly, an output gear assembly, and a reverse gear assembly;

[0005] The motor assembly includes a motor M1 and a power take-off driving gear Z1;

[0006] The power take-off gear assembly includes a first power take-off gear PTO1 and a second power take-off gear PTO2;

[0007] The forward gear assembly includes an input shaft S1, a first intermediate shaft S2, a first sleeve S3, and a second intermediate shaft S4;

[0008] The input shaft S1 is fixed with the power take-off driving gear Z1 and the forward gear driving gear Z2;

[0009] The first intermediate shaft S2 is provided with the second clutch C2, the first intermediate gear Z4, the forward gear intermediate gear Z5, the first sleeve S3, and the third clutch C3 in sequence;

[0010] The second clutch C2 controls the first intermediate gear Z4 and the first intermediate shaft S2 to lock;

[0011] The forward gear intermediate gear Z5 is fixed to the first intermediate shaft S2;

[0012] The first sleeve S3 is provided with an overrunning clutch and a second intermediate gear Z10. The overrunning clutch comprises an overrunning clutch inner ring Z7 and an overrunning clutch outer ring Z6. The overrunning clutch inner ring Z7 and the second intermediate gear Z10 are fixed to the first sleeve S3.

[0013] The third clutch C3 controls the first sleeve S3 and the first intermediate shaft S2 to lock;

[0014] The third intermediate gear Z8 and the fourth intermediate gear Z9 are fixed on the second intermediate shaft S4;

[0015] The output gear assembly includes an output shaft S5, on which an output gear Z11 and an output flange connected to the wheel assembly are fixed;

[0016] Among them, the first power take-off gear PTO1 and the second power take-off gear PTO2 are respectively engaged with the driving gear Z1, the forward gear driving gear Z2 is engaged with the first intermediate gear Z4, the forward gear intermediate gear Z5 is engaged with the third intermediate gear Z8, the fourth intermediate gear Z9 is engaged with the outer ring Z6 of the overrunning clutch, and the second intermediate gear Z10 is engaged with the output gear Z11; it is also possible to add a first-stage gear between the power take-off driving gear and the power take-off gear to change the speed ratio of the power take-off and the spatial layout of the power take-off port.

[0017] The power of the input shaft S1 is output to the power input end of the reverse gear assembly, and the power output end of the reverse gear assembly is connected to the output gear Z11.

[0018] As a further preferred solution, the reverse gear assembly includes a reverse gear driving tooth Z3 and a first clutch C1 provided on the input shaft S1;

[0019] The first clutch C1 controls the reverse gear driving gear Z3 to lock with the input shaft S1;

[0020] The reverse gear driving gear Z3 meshes with the output gear Z11.

[0021] As a further preferred solution, the reverse gear assembly includes a third intermediate shaft S6 and a fourth intermediate shaft S7;

[0022] The third intermediate shaft S6 is provided with a first clutch C1, a first reverse gear intermediate gear Z12, and a second reverse gear intermediate gear Z13. The second reverse gear intermediate gear Z13 is fixed to the third intermediate shaft S6. The first clutch C1 controls the first reverse gear intermediate gear Z12 to lock with the third intermediate shaft S6, and the first reverse gear intermediate gear Z12 meshes with the forward gear driving gear Z2.

[0023] The fourth intermediate shaft S7 is fixedly provided with a reverse gear driving gear Z3 , which is engaged with the second reverse gear intermediate gear Z13 and the output gear Z11 respectively.

[0024] As a further preferred solution, the forward gear driving tooth Z2, the forward gear intermediate tooth Z5, the fourth intermediate gear Z9, the second intermediate gear Z10, and the second reverse gear intermediate tooth Z13 are power output gears, and the first intermediate gear Z4, the third intermediate gear Z8, the overrunning clutch outer ring Z6, and the first reverse gear intermediate tooth Z12 are power input gears. In principle, the diameter of the power output gear on the same rotating shaft is smaller than that of the power input gear.

[0025] As a further preferred solution, the power take-off gear assembly and the power take-off active gear Z1 maintain a constant meshing state, so that the power of the motor M1 can be continuously transmitted to the hydraulic system in the parking power take-off, reverse gear power take-off and forward gear power take-off states.

[0026] As a further preferred solution, the first sleeve S3 is lockably connected to the first intermediate shaft S2 through the third clutch C3, and the speed difference control mechanism of the overrunning clutch, thereby realizing the power-free interruption shifting between the first forward gear and the second forward gear; when shifting from the first gear to the second gear, the third clutch C3 is locked, and the speed of the inner ring Z7 of the overrunning clutch is greater than that of the outer ring Z6 and the overrunning clutch is separated; when shifting from the second gear to the first gear, the third clutch C3 is opened, and the speed of the outer ring Z6 of the overrunning clutch is greater than that of the inner ring Z7 of the overrunning clutch and the overrunning clutch is engaged.

[0027] As a further preferred solution, the gearbox adjusts the swash plate angle of the hydraulic pump's swash plate plunger pump to match the flow requirements of the motor M1 at different speeds, so that the power output by the power take-off gear assembly adapts to the working conditions of the hydraulic system.

[0028] The present invention provides a shifting method for a single-motor integrated control transmission for power take-off and travel, comprising the following stages:

[0029] In the reverse gear power take-off state: the first clutch C1 controls the reverse gear driving gear Z3 to lock with the input shaft S1, and the reverse gear driving gear Z3 rotates synchronously with the input shaft S1. The second clutch C2 is opened, and the first intermediate gear Z4 is disengaged from the first intermediate shaft S2. The third clutch C3 is opened, and the first sleeve S3 is disengaged from the first intermediate shaft S2. The power is transmitted in this order by the motor M1, the input shaft S1, the reverse gear driving gear Z3, the output gear Z11, and the output flange.

[0030] In the parking power take-off state: the first clutch C1 is open, the second clutch C2 is open, and the third clutch C3 is open. The first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and the power is only transmitted to the hydraulic system;

[0031] In the forward first gear power-takeoff state: the first clutch C1 is engaged, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the first intermediate gear Z4 and the first intermediate shaft S2 rotate synchronously. The third clutch C3 is engaged; power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, forward gear intermediate gear Z5, third intermediate gear Z8, second intermediate shaft S4, fourth intermediate gear Z9, overrunning clutch outer ring Z6, overrunning clutch inner ring Z7, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of overrunning clutch outer ring Z6 is greater than that of overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 drives the overrunning clutch inner ring Z7.

[0032] In the forward second gear power take-off state: the first clutch C1 is open, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the third clutch C3 controls the first sleeve S3 to lock with the first intermediate shaft S2. Power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of the overrunning clutch outer ring Z6 is lower than that of the overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 and the overrunning clutch inner ring Z7 are disengaged.

[0033] Among them, in the reverse gear power take-off state, the forward first gear power take-off state, and the forward second gear power take-off state, the first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and power is also transmitted to the hydraulic system.

[0034] The present invention provides a shifting method for a single-motor integrated control transmission for power take-off and travel, comprising the following stages:

[0035] In the reverse gear power take-off state: the first clutch C1 controls the first reverse gear intermediate gear Z12 to lock with the third intermediate shaft S6, and the first reverse gear intermediate gear Z12 and the third intermediate shaft S6 rotate synchronously. The second clutch C2 is opened, the first intermediate gear Z4 is disengaged from the first intermediate shaft S2, and the third clutch C3 is opened, and the first sleeve S3 is disengaged from the first intermediate shaft S2. Power is transmitted in this order by the motor M1, input shaft S1, forward gear driving gear Z2, first reverse gear intermediate gear Z12, third intermediate shaft S6, second reverse gear intermediate gear Z13, reverse gear driving gear Z3, output gear Z11, and output flange.

[0036] In the parking power take-off state: the first clutch C1 is open, the second clutch C2 is open, and the third clutch C3 is open. The first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and the power is only transmitted to the hydraulic system;

[0037] In the forward first gear power-takeoff state: the first clutch C1 is engaged, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the first intermediate gear Z4 and the first intermediate shaft S2 rotate synchronously. The third clutch C3 is engaged; power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, forward gear intermediate gear Z5, third intermediate gear Z8, second intermediate shaft S4, fourth intermediate gear Z9, overrunning clutch outer ring Z6, overrunning clutch inner ring Z7, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of overrunning clutch outer ring Z6 is greater than that of overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 drives the overrunning clutch inner ring Z7.

[0038] In the forward second gear power take-off state: the first clutch C1 is open, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the third clutch C3 controls the first sleeve S3 to lock with the first intermediate shaft S2. Power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of the overrunning clutch outer ring Z6 is lower than that of the overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 and the overrunning clutch inner ring Z7 are disengaged.

[0039] Among them, in the reverse gear power take-off state, the forward first gear power take-off state, and the forward second gear power take-off state, the first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and power is also transmitted to the hydraulic system.

[0040] Beneficial effects: Compared with traditional gearboxes, the present invention can realize hydraulic power take-off and walking power take-off of a single motor, realize integrated control, arbitrary power distribution, and has two forward gears. In the forward gear, the superposition of the second clutch C2 and the third clutch C3 can realize shifting without power interruption, that is, the present solution adopts a single-motor integrated design, adopts clutches to distribute different power units, and utilizes the "semi-clutch" characteristics of the clutch to smoothly transition the switching of various motion states; in addition, the present invention also avoids the problems of gear shifting power interruption, large setbacks, and high failure rate (gear shifting) existing in existing electric gearboxes. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a structural diagram of Example 1 of the present invention.

[0042] Figure 2 This is a structural diagram of Example 2 of the present invention. DETAILED DESCRIPTION

[0043] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0044] Example 1

[0045] The present invention provides a single-motor power take-off and travel integrated control gearbox, comprising a motor assembly, a power take-off gear assembly, a forward gear assembly, an output gear assembly, and a reverse gear assembly;

[0046] The motor assembly includes a motor M1 and a power take-off driving gear Z1;

[0047] The power take-off gear assembly includes the first power take-off gear (PTO1) and the second power take-off gear (PTO2). Taking a loader as an example, the two power take-off ports correspond to two hydraulic oil pumps, one for steering and the other for the hydraulic levers of the loader's arms and buckets. The hydraulic section has a separately controlled hydraulic distribution valve. The hydraulic pump controls the output at the rear end. The hydraulic pump is a swash plate plunger pump. The flow rate is controlled by controlling the swash plate angle. When the flow demand is constant, the swash plate angle can be controlled to match the motor's different speeds.

[0048] The forward gear assembly includes an input shaft S1, a first intermediate shaft S2, a first sleeve S3, and a second intermediate shaft S4;

[0049] The input shaft S1 is fixed with the power take-off driving gear Z1 and the forward gear driving gear Z2;

[0050] The first intermediate shaft S2 is provided with the second clutch C2, the third sleeve S8, the forward gear intermediate gear Z5, the first sleeve S3, and the third clutch C3 in sequence;

[0051] The second clutch C2 controls the locking of the third sleeve S8 and the first intermediate shaft S2. The first intermediate gear Z4 is fixed to the third sleeve S8. Since the third sleeve S8 fixes the first intermediate gear Z4, locking S8 by C2 is equivalent to locking Z4 and S2.

[0052] The forward gear intermediate gear Z5 is fixed to the first intermediate shaft S2;

[0053] The first sleeve S3 is provided with an overrunning clutch and a second intermediate gear Z10. The overrunning clutch comprises an overrunning clutch inner ring Z7 and an overrunning clutch outer ring Z6. The overrunning clutch inner ring Z7 and the second intermediate gear Z10 are fixed to the first sleeve S3.

[0054] The third clutch C3 controls the first sleeve S3 and the first intermediate shaft S2 to lock;

[0055] The third intermediate gear Z8 and the fourth intermediate gear Z9 are fixed on the second intermediate shaft S4;

[0056] The output gear assembly includes an output shaft S5, on which an output gear Z11 and an output flange connected to the wheel assembly are fixed;

[0057] The power of the input shaft S1 is output to the power input end of the reverse gear assembly, and the power output end of the reverse gear assembly is connected to the output gear Z11.

[0058] The reverse gear assembly includes a second sleeve S10 and a first clutch C1 mounted on the input shaft S1. The second sleeve S10 is fixed with a reverse gear driving gear Z3. The first clutch C1 controls the second sleeve S10 to lock with the input shaft S1.

[0059] Among them, the first power take-off gear PTO1 and the second power take-off gear PTO2 are respectively engaged with the driving gear Z1, the forward gear driving gear Z2 is engaged with the first intermediate gear Z4, the forward gear intermediate gear Z5 is engaged with the third intermediate gear Z8, the fourth intermediate gear Z9 is engaged with the outer ring Z6 of the overrunning clutch, the second intermediate gear Z10 is engaged with the output gear Z11, and the reverse gear driving gear Z3 is engaged with the output gear Z11.

[0060] The shift control process of Example 1 is as follows:

[0061] In the reverse gear power take-off state: the first clutch C1 controls the second sleeve S10 to lock with the input shaft S1, and the second sleeve S10 rotates synchronously with the input shaft S1. The second clutch C2 is opened, and the third sleeve S8 is disengaged from the first intermediate shaft S2. The third clutch C3 is opened, and the first sleeve S3 is disengaged from the first intermediate shaft S2. The power is transmitted in this order by the motor M1, the input shaft S1, the second sleeve S10, the reverse gear driving gear Z3, the output gear Z11, the output shaft S5, and the output flange.

[0062] In the parking power take-off state: the first clutch C1 is open, the second clutch C2 is open, and the third clutch C3 is open. The first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and the power is only transmitted to the hydraulic system;

[0063] In the forward first gear power-taking state: the first clutch C1 is open, the second clutch C2 controls the third sleeve S8 to lock with the first intermediate shaft S2, the third sleeve S8 and the first intermediate shaft S2 rotate synchronously, and the third clutch C3 is open; power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, third sleeve S8, first intermediate shaft S2, forward gear intermediate gear Z5, third intermediate gear Z8, second intermediate shaft S4, fourth intermediate gear Z9, overrunning clutch outer ring Z6, overrunning clutch inner ring Z7, first sleeve S3, second intermediate gear Z10, output gear Z11, output shaft S5, and output flange; in this state, the speed of overrunning clutch outer ring Z6 is greater than that of overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 drives the overrunning clutch inner ring Z7;

[0064] In the forward second gear power take-off state: the first clutch C1 is open, the second clutch C2 controls the third sleeve S8 to lock with the first intermediate shaft S2, and the third clutch C3 controls the first sleeve S3 to lock with the first intermediate shaft S2. Power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, third sleeve S8, first intermediate shaft S2, first sleeve S3, second intermediate gear Z10, output gear Z11, output shaft S5, and output flange. In this state, the speed of the overrunning clutch outer ring Z6 is lower than that of the overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 and the overrunning clutch inner ring Z7 are separated.

[0065] Among them, in the reverse gear power take-off state, the forward first gear power take-off state, and the forward second gear power take-off state, the first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and power is also transmitted to the hydraulic system.

[0066] Take a 5-ton loader as an example

[0067] Taking the maximum speed of the matching motor as 12000r / min, continuous torque of 320Nm, and peak torque of 600Nm as an example, the present invention can achieve: reverse gear power output ratio of 3.4, first gear power output ratio of 11.56, and second gear power output ratio of 4.

[0068] The matching can obtain a reverse gear torque of 2040NM, a first gear torque of 6936NM, and a second gear high-speed speed of more than 3000 rpm.

[0069] Reverse gear power output ratio:

[0070] First gear power output ratio:

[0071] Second gear power output ratio:

[0072] Example 2

[0073] An integrated control gearbox for single-motor power take-off and travel, comprising a motor assembly, a power take-off gear assembly, a forward gear assembly, an output gear assembly, and a reverse gear assembly;

[0074] The motor assembly includes a motor M1 and a power take-off driving gear Z1;

[0075] The power take-off gear assembly includes a first power take-off gear PTO1 and a second power take-off gear PTO2;

[0076] The forward gear assembly includes an input shaft S1, a first intermediate shaft S2, a first sleeve S3, and a second intermediate shaft S4;

[0077] The input shaft S1 is fixed with the power take-off driving gear Z1 and the forward gear driving gear Z2;

[0078] The first intermediate shaft S2 is provided with the second clutch C2, the third sleeve S8, the forward gear intermediate gear Z5, the first sleeve S3, and the third clutch C3 in sequence; the third sleeve S8 is fixed with the first intermediate gear Z4;

[0079] The second clutch C2 controls the third sleeve S8 to lock with the first intermediate shaft S2;

[0080] The forward gear intermediate gear Z5 is fixed to the first intermediate shaft S2;

[0081] The first sleeve S3 is provided with an overrunning clutch and a second intermediate gear Z10. The overrunning clutch comprises an overrunning clutch inner ring Z7 and an overrunning clutch outer ring Z6. The overrunning clutch inner ring Z7 and the second intermediate gear Z10 are fixed to the first sleeve S3.

[0082] The third clutch C3 controls the first sleeve S3 and the first intermediate shaft S2 to lock;

[0083] The third intermediate gear Z8 and the fourth intermediate gear Z9 are fixed on the second intermediate shaft S4;

[0084] The output gear assembly includes an output shaft S5, on which an output gear Z11 and an output flange connected to the wheel assembly are fixed;

[0085] The reverse gear assembly includes a third intermediate shaft S6 and a fourth intermediate shaft S7;

[0086] The third intermediate shaft S6 is provided with a first clutch C1, a fourth sleeve S9, and a second reverse gear intermediate gear Z13. The second reverse gear intermediate gear Z13 is fixed to the third intermediate shaft S6. The first clutch C1 controls the fourth sleeve S9 to lock the third intermediate shaft S6.

[0087] The fourth shaft sleeve S9 is fixed with a first reverse gear intermediate gear Z12, which meshes with the forward gear driving gear Z2;

[0088] The reverse gear driving gear Z3 is fixed on the fourth intermediate shaft S7;

[0089] Among them, the first power take-off gear PTO1 and the second power take-off gear PTO2 are respectively engaged with the driving gear Z1, the forward gear driving gear Z2 is engaged with the first intermediate gear Z4, the forward gear intermediate gear Z5 is engaged with the third intermediate gear Z8, the fourth intermediate gear Z9 is engaged with the outer ring Z6 of the overrunning clutch, the second intermediate gear Z10 is engaged with the output gear Z11, and the reverse gear driving gear Z3 is respectively engaged with the second reverse gear intermediate gear Z13 and the output gear Z11.

[0090] The shift control process of Example 2 is as follows:

[0091] In the reverse gear power take-off state: the first clutch C1 controls the fourth sleeve S9 to lock with the third intermediate shaft S6, and the fourth sleeve S9 and the third intermediate shaft S6 rotate synchronously. The second clutch C2 is opened, and the third sleeve S8 is disengaged from the first intermediate shaft S2. The third clutch C3 is opened, and the first sleeve S3 is disengaged from the first intermediate shaft S2. The power is transmitted in this order by the motor M1, the input shaft S1, the forward gear driving gear Z2, the first and reverse gear intermediate gear Z12, the fourth sleeve S9, the third intermediate shaft S6, the second reverse gear intermediate gear Z13, the reverse gear driving gear Z3, the output gear Z11, the output shaft S5, and the output flange.

[0092] In the parking power take-off state: the first clutch C1 is open, the second clutch C2 is open, and the third clutch C3 is open. The first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and the power is only transmitted to the hydraulic system;

[0093] In the forward first gear power-taking state: the first clutch C1 is open, the second clutch C2 controls the third sleeve S8 to lock with the first intermediate shaft S2, the third sleeve S8 and the first intermediate shaft S2 rotate synchronously, and the third clutch C3 is open; power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, third sleeve S8, first intermediate shaft S2, forward gear intermediate gear Z5, third intermediate gear Z8, second intermediate shaft S4, fourth intermediate gear Z9, overrunning clutch outer ring Z6, overrunning clutch inner ring Z7, first sleeve S3, second intermediate gear Z10, output gear Z11, output shaft S5, and output flange; in this state, the speed of overrunning clutch outer ring Z6 is greater than that of overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 drives the overrunning clutch inner ring Z7;

[0094] In the forward second gear power take-off state: the first clutch C1 is open, the second clutch C2 controls the third sleeve S8 to lock with the first intermediate shaft S2, and the third clutch C3 controls the first sleeve S3 to lock with the first intermediate shaft S2. Power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, third sleeve S8, first intermediate shaft S2, first sleeve S3, second intermediate gear Z10, output gear Z11, output shaft S5, and output flange. In this state, the speed of the overrunning clutch outer ring Z6 is lower than that of the overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 and the overrunning clutch inner ring Z7 are separated.

[0095] Among them, in the reverse gear power take-off state, the forward first gear power take-off state, and the forward second gear power take-off state, the first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and power is also transmitted to the hydraulic system.

[0096] Take a 5-ton loader as an example

[0097] Taking the maximum speed of the matching motor as 12000r / min, continuous torque of 320Nm, and peak torque of 600Nm as an example, the present invention can achieve: reverse gear power output ratio of 11.56, first gear power output ratio of 11.56, and second gear power output ratio of 4.

[0098] The matching can obtain the vehicle's reverse gear, first gear torque of 6936NM, and second gear high speed of more than 3000 rpm.

[0099] Reverse gear power output ratio:

[0100] First gear power output ratio:

[0101] Second gear power output ratio:

[0102] In Examples 1 and 2, the forward gear driving tooth Z2, the forward gear intermediate tooth Z5, the fourth intermediate gear Z9, the second intermediate gear Z10, and the second reverse gear intermediate tooth Z13 are power output gears, and the first intermediate gear Z4, the third intermediate gear Z8, the overrunning clutch outer ring Z6, and the first reverse gear intermediate tooth Z12 are power input gears. In principle, the diameter of the power output gear on the same rotating shaft is smaller than that of the power input gear.

[0103] In Embodiments 1 and 2, when shifting from first gear to second gear, the third clutch C3 is engaged, the speed of the overrunning clutch inner ring Z7 is greater than that of the overrunning clutch outer ring Z6, and the two are disengaged, and the second intermediate gear Z10 directly drives the output gear Z11;

[0104] When downshifting from second gear to first gear, the third clutch C3 is opened, the speed of the overrunning clutch outer ring Z6 is greater than that of the overrunning clutch inner ring Z7, the overrunning clutch outer ring Z6 pushes the overrunning clutch inner ring Z7, and the second intermediate gear Z10 directly drives the output gear Z11;

[0105] The shifting between forward gear 1 and forward gear 2 adopts an overrunning clutch. In the forward gear, the superposition of the second clutch C2 and the third clutch C3 can realize the shifting without power interruption.

[0106] The integrated control gearbox for single-motor power take-off and travel in Examples 1 and 2 can be applied to the transmission structure of engineering machinery and agricultural machinery such as loaders, matching the electric loader's requirement for fewer gears, and two gears can meet the demand when moving forward.

[0107] The power take-off port of the hydraulic pump on the loader is constantly engaged with the high-speed motor through a single-stage reducer. The hydraulic pump adopts an adjustable hydraulic pump such as a swash plate plunger pump, and the swash plate angle is adjusted to match the motor speed during driving.

[0108] Embodiment 1 is a reverse gear with a small speed ratio, and embodiment 2 is a reverse gear with a large speed ratio. Compared with embodiment 1, embodiment 2 adds a second-stage deceleration to the reverse gear, the direction remains unchanged, and the speed ratio is increased.

[0109] This solution adopts a single-motor integrated design, uses a clutch to distribute different power units, and uses the "semi-clutch" characteristic of the clutch to smoothly transition between different motion states. The overrunning clutch optimizes the shifting process, eliminating the situation of shift fork opposing teeth, thereby increasing the driving smoothness and reliability of the entire vehicle.

[0110] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A single-motor integrated control gearbox for power take-off and travel, characterized by: Including motor assembly, power take-off gear assembly, forward gear assembly, output gear assembly, and reverse gear assembly; The motor assembly includes a motor M1 and a power take-off driving gear Z1; The power take-off gear assembly includes a first power take-off gear PTO1 and a second power take-off gear PTO2; The forward gear assembly includes an input shaft S1, a first intermediate shaft S2, a first sleeve S3, and a second intermediate shaft S4; The input shaft S1 is fixed with a power take-off driving gear Z1 and a forward gear driving gear Z2; The first intermediate shaft S2 is provided with a second clutch C2, a first intermediate gear Z4, a forward gear intermediate gear Z5, a first sleeve S3, and a third clutch C3 in sequence; The second clutch C2 controls the first intermediate gear Z4 and the first intermediate shaft S2 to lock; The forward gear intermediate gear Z5 is fixed to the first intermediate shaft S2; The first sleeve S3 is provided with an overrunning clutch and a second intermediate gear Z10. The overrunning clutch comprises an overrunning clutch inner ring Z7 and an overrunning clutch outer ring Z6. The overrunning clutch inner ring Z7 and the second intermediate gear Z10 are fixed to the first sleeve S3. The third clutch C3 controls the first sleeve S3 and the first intermediate shaft S2 to lock; The third intermediate gear Z8 and the fourth intermediate gear Z9 are fixed on the second intermediate shaft S4; The output gear assembly includes an output shaft S5, on which an output gear Z11 and an output flange connected to the wheel assembly are fixed; Among them, the first power take-off gear PTO1 and the second power take-off gear PTO2 are respectively engaged with the driving gear Z1, the forward gear driving gear Z2 is engaged with the first intermediate gear Z4, the forward gear intermediate gear Z5 is engaged with the third intermediate gear Z8, the fourth intermediate gear Z9 is engaged with the outer ring Z6 of the overrunning clutch, and the second intermediate gear Z10 is engaged with the output gear Z11; The power of the input shaft S1 is output to the power input end of the reverse gear assembly, and the power output end of the reverse gear assembly is connected to the output gear Z11.

2. The single-motor integrated control gearbox for power take-off and travel according to claim 1, characterized in that: The reverse gear assembly includes a reverse gear driving tooth Z3 and a first clutch C1 provided on the input shaft S1; The first clutch C1 controls the reverse gear driving gear Z3 to lock with the input shaft S1; The reverse gear driving gear Z3 meshes with the output gear Z11.

3. The single-motor integrated control gearbox for power take-off and travel according to claim 1, characterized in that: The reverse gear assembly includes a third intermediate shaft S6 and a fourth intermediate shaft S7; The third intermediate shaft S6 is provided with a first clutch C1, a first reverse gear intermediate gear Z12, and a second reverse gear intermediate gear Z13. The second reverse gear intermediate gear Z13 is fixed to the third intermediate shaft S6. The first clutch C1 controls the first reverse gear intermediate gear Z12 to lock with the third intermediate shaft S6, and the first reverse gear intermediate gear Z12 meshes with the forward gear driving gear Z2. The fourth intermediate shaft S7 is fixedly provided with a reverse gear driving gear Z3 , which is engaged with the second reverse gear intermediate gear Z13 and the output gear Z11 respectively.

4. A single-motor integrated control gearbox for power take-off and travel according to claim 2 or 3, characterized in that: The forward gear driving gear Z2, the forward gear intermediate gear Z5, the fourth intermediate gear Z9, the second intermediate gear Z10, and the second reverse gear intermediate gear Z13 are power output gears, and the first intermediate gear Z4, the third intermediate gear Z8, the overrunning clutch outer ring Z6, and the first reverse gear intermediate gear Z12 are power input gears.

5. The single-motor integrated control gearbox for power take-off and travel according to claim 1, characterized in that: The power take-off gear assembly and the power take-off active gear Z1 are in constant meshing state, so that the power of the motor M1 can be continuously transmitted to the hydraulic system in the parking power take-off, reverse gear power take-off and forward gear power take-off states.

6. The single-motor integrated control gearbox for power take-off and travel according to claim 1, characterized in that: The first shaft sleeve S3 is lockably connected to the first intermediate shaft S2 through the third clutch C3, and the speed difference control mechanism of the overrunning clutch, thereby realizing the power-free interruption shift between the first forward gear and the second forward gear. When shifting from the first gear to the second gear, the third clutch C3 is locked, and the speed of the inner ring Z7 of the overrunning clutch is greater than that of the outer ring Z6, thereby disengaging. When shifting from the second gear to the first gear, the third clutch C3 is opened, and the speed of the outer ring Z6 of the overrunning clutch is greater than that of the inner ring Z7 of the overrunning clutch, thereby engaging.

7. The single-motor integrated control transmission for power take-off and travel according to claim 1, characterized in that: The gearbox adjusts the swash plate angle of the hydraulic pump's swash plate plunger pump to match the flow requirements of the motor M1 at different speeds, so that the power output of the power take-off gear assembly adapts to the working conditions of the hydraulic system.

8. The shifting method of a single-motor integrated control transmission for power take-off and travel according to claim 2, characterized in that: The following stages are included: In the reverse gear power take-off state: the first clutch C1 controls the reverse gear driving gear Z3 to lock with the input shaft S1, and the reverse gear driving gear Z3 rotates synchronously with the input shaft S1. The second clutch C2 is opened, and the first intermediate gear Z4 is disengaged from the first intermediate shaft S2. The third clutch C3 is opened, and the first sleeve S3 is disengaged from the first intermediate shaft S2. The power is transmitted in this order by the motor M1, the input shaft S1, the reverse gear driving gear Z3, the output gear Z11, and the output flange. In the parking power take-off state: the first clutch C1 is open, the second clutch C2 is open, and the third clutch C3 is open. The first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and the power is only transmitted to the hydraulic system; In the forward first gear power-takeoff state: the first clutch C1 is engaged, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the first intermediate gear Z4 and the first intermediate shaft S2 rotate synchronously. The third clutch C3 is engaged; power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, forward gear intermediate gear Z5, third intermediate gear Z8, second intermediate shaft S4, fourth intermediate gear Z9, overrunning clutch outer ring Z6, overrunning clutch inner ring Z7, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of overrunning clutch outer ring Z6 is greater than that of overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 drives the overrunning clutch inner ring Z7. In the forward second gear power take-off state: the first clutch C1 is open, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the third clutch C3 controls the first sleeve S3 to lock with the first intermediate shaft S2. Power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of the overrunning clutch outer ring Z6 is lower than that of the overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 and the overrunning clutch inner ring Z7 are disengaged. Among them, in the reverse gear power take-off state, the forward first gear power take-off state, and the forward second gear power take-off state, the first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and power is also transmitted to the hydraulic system.

9. The shifting method of a single-motor integrated control transmission for power take-off and travel according to claim 3, characterized in that: The following stages are included: In the reverse gear power take-off state: the first clutch C1 controls the first reverse gear intermediate gear Z12 to lock with the third intermediate shaft S6, and the first reverse gear intermediate gear Z12 and the third intermediate shaft S6 rotate synchronously. The second clutch C2 is opened, the first intermediate gear Z4 is disengaged from the first intermediate shaft S2, and the third clutch C3 is opened, and the first sleeve S3 is disengaged from the first intermediate shaft S2. Power is transmitted in this order by the motor M1, input shaft S1, forward gear driving gear Z2, first reverse gear intermediate gear Z12, third intermediate shaft S6, second reverse gear intermediate gear Z13, reverse gear driving gear Z3, output gear Z11, and output flange. In the parking power take-off state: the first clutch C1 is open, the second clutch C2 is open, and the third clutch C3 is open. The first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and the power is only transmitted to the hydraulic system; In the forward first gear power-takeoff state: the first clutch C1 is engaged, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the first intermediate gear Z4 and the first intermediate shaft S2 rotate synchronously. The third clutch C3 is engaged; power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, forward gear intermediate gear Z5, third intermediate gear Z8, second intermediate shaft S4, fourth intermediate gear Z9, overrunning clutch outer ring Z6, overrunning clutch inner ring Z7, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of overrunning clutch outer ring Z6 is greater than that of overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 drives the overrunning clutch inner ring Z7. In the forward second gear power take-off state: the first clutch C1 is open, the second clutch C2 controls the first intermediate gear Z4 to lock with the first intermediate shaft S2, and the third clutch C3 controls the first sleeve S3 to lock with the first intermediate shaft S2. Power is transmitted in sequence by the motor M1, input shaft S1, forward gear driving gear Z2, first intermediate gear Z4, first intermediate shaft S2, first sleeve S3, second intermediate gear Z10, output gear Z11, and output flange. In this state, the speed of the overrunning clutch outer ring Z6 is lower than that of the overrunning clutch inner ring Z7, and the overrunning clutch outer ring Z6 and the overrunning clutch inner ring Z7 are disengaged. Among them, in the reverse gear power take-off state, the forward first gear power take-off state, and the forward second gear power take-off state, the first power take-off gear PTO1 and the second power take-off gear PTO2 are engaged with the power take-off active gear Z1, and power is also transmitted to the hydraulic system.

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