Two-wheel and four-wheel drive eight-speed full electric control gearbox

Abstract

A two-four-wheel-drive eight-speed full electric control gearbox relates to the technical field of gearboxes and comprises a box body, a gear set for connecting a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft, a sixth shaft and a seventh shaft is arranged in the box body, and a clutch set for engaging and disengaging the third shaft, the fourth shaft, the fifth shaft, the sixth shaft and the seventh shaft is further arranged in the box body. The problems that in the prior art, loading machines and excavators must be stopped for gear shifting, gear shifting impact is large, traction force from the stopped state to the high-speed gear is low, and starting is difficult are solved.

Description

Technical Field

[0001] The utility model relates to the technical field of gearboxes, in particular to a two-wheel drive, four-wheel drive, eight-speed, fully electronically controlled gearbox. Background Art

[0002] The currently used shift transmission requires the machine to stop and shift gears when changing from first to second gear to third to fourth gear due to the mechanical sleeve mechanism, so as to realize the conversion between working gear and travel gear. It is connected to the front and rear axles of loaders, excavators and backhoe loaders through flanges and drive shafts to realize four-wheel drive (4WD).

[0003] As the existing devices are used, the shortcomings of the technology are gradually exposed, mainly in the following aspects:

[0004] Loaders and excavators must stop and change gears when switching between working gear and traveling gear, which causes low efficiency. Unfamiliar drivers may be unable to shift into high gear or damage the gears when changing to high gear while traveling. It is difficult to start from a parking state to a high gear due to low traction. The three shift levers are complicated to operate, and the cab space is large. It also causes disadvantages such as increased fuel consumption and engine power loss. When used on large and small wheel excavators, due to the different sizes of tires, the small tires wear out faster and need to be replaced frequently, affecting efficiency and causing economic losses.

[0005] In summary, the prior art obviously has inconveniences and defects in practical use, so it is necessary to improve it. Utility Model Content

[0006] In view of the defects in the prior art, the utility model provides a two-wheel drive eight-speed fully electronically controlled transmission to solve the problems in traditional technology that loaders and excavators must stop and shift gears, the gear shifting shock is large, the traction force is low from the parking state to the high gear, and the starting is difficult.

[0007] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0008] The two-wheel drive eight-speed fully electronically controlled transmission includes a housing, wherein the housing is provided with a gear set connecting shaft one, shaft two, shaft three, shaft four, shaft five, shaft six and shaft seven, and the housing is also provided with a clutch set for engaging and disengaging shaft three, shaft four, shaft five, shaft six and shaft seven.

[0009] As an optimized solution, the shaft one is connected to gear one, the shaft two is connected to gear two and gear three, the gear two is connected to gear four, and the gear one is meshed with the gear four.

[0010] As an optimized solution, gear five, housing four and gear eleven are arranged on shaft five, and gear three is meshed with gear five.

[0011] As an optimized solution, gear six, housing one, gear twelve and gear thirteen are arranged on shaft six, gear three is meshed with gear six, housing four is meshed with housing one, and gear eleven is meshed with gear twelve.

[0012] As an optimized solution, gear seven, housing two, spline key one and gear fourteen are arranged on shaft three, and gear thirteen is meshed with gear fourteen.

[0013] As an optimized solution, gear eight, gear nine, housing three, gear fifteen and output flange two are arranged on shaft four, gear seven is meshed with gear eight, and gear fourteen is meshed with gear fifteen.

[0014] As an optimized solution, an output flange 1, a brake disc, a gear 10, a housing 6 and a spline 2 are arranged on the shaft 7, and the gear 9 is meshed with the gear 10.

[0015] As an optimized solution, a clutch 1 for coupling the housing 4 with the gear 5 is provided on the shaft 5.

[0016] As an optimized solution, a clutch 2 is also provided on the shaft 5 for coupling the housing 4 with the gear 11.

[0017] As an optimized solution, a clutch three is provided on the shaft six for clutching the gear six with the housing one.

[0018] As an optimized solution, the shaft six is ​​also provided with a clutch four for coupling and disconnecting the gear thirteen with the housing one.

[0019] As an optimized solution, a clutch five is provided on the shaft three for clutching the gear seven with the housing two.

[0020] As an optimized solution, the gear nine is connected to the housing three by bolts, and the shaft four is provided with a clutch six for coupling the housing three with the gear fifteen.

[0021] As an optimized solution, the spline key 2 is connected to the housing 6 by bolts, and the shaft 7 is provided with a clutch 7 for coupling the housing 6 with the gear 10.

[0022] As an optimized solution, an electric control valve 1 for controlling the engagement or disengagement of clutch 1, clutch 2, clutch 3 and clutch 4 is also provided outside the housing.

[0023] As an optimized solution, an electrically controlled valve 2 for controlling the engagement or disengagement of clutch five, clutch six and clutch seven is arranged on the outside of the housing.

[0024] As an optimized solution, a caliper disc brake for implementing parking brake is arranged on the outside of the box.

[0025] Compared with the prior art, the beneficial effects of the utility model are:

[0026] The transmission has a simple and compact structure, small size, smooth transmission, and can achieve non-stop gear shifting. It has high efficiency in direct low-speed gear and high-speed gear conversion, can convert between two-wheel drive and four-wheel drive, and solves the problem of abnormal tire wear caused by asynchronous large and small wheels, and meets various working conditions. A buffer device is arranged inside the electronically controlled shift valve, which has small gear shifting impact and occupies little space in the cab, thus achieving energy-saving and environmental protection requirements, improving economic benefits, high power transmission efficiency, and reducing maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the specific implementation of the utility model or the technical solution in the prior art, the following is a brief introduction to the drawings required for the specific implementation or the prior art description. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, each element or part is not necessarily drawn according to the actual scale.

[0028] Figure 1 It is a schematic diagram of the structure of the utility model;

[0029] Figure 2 for Figure 1 Middle AA section view;

[0030] Figure 3 It is a structural schematic diagram of the electric control valve 1 and the electric control valve 2 of the utility model;

[0031] Figure 4 This is a schematic diagram of the structure of the caliper disc brake of the utility model;

[0032] Figure 5 It is a structural schematic diagram of the clutch group of the utility model.

[0033] In the figure: 1-housing 1; 2-gear 1; 3-shaft 1; 4-gear 2; 5-shaft 2; 6-gear 3; 7-gear 4; 8-gear 5; 9-gear 6; 10-housing 1; 11-gear 7; 12-shaft 3; 13-housing 2; 14-gear 8; 15-housing 3; 16-shaft 4; 17-gear 9; 18-output flange 1; 19-brake disc; 20-gear 10; 21-housing 2; 22-housing 4; 23-gear 11; 24-shaft 5; 25-gear twelve; 26-gear thirteen; 27-shaft six; 28-gear fourteen; 29-spline keypad one; 30-gear fifteen; 31-output flange two; 32-shaft seven; 33-spline keypad two; 34-housing six; 36-electric control valve one; 37-electric control valve two; 38-caliper brake; 39-clutch one; 40-clutch two; 41-clutch three; 42-clutch four; 43-clutch five; 44-clutch six; 45-clutch seven. DETAILED DESCRIPTION

[0034] The following embodiments of the technical solution of the utility model are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the utility model, and are therefore only used as examples, and cannot be used to limit the protection scope of the utility model.

[0035] like Figures 1 to 5 As shown, the two-wheel drive eight-speed fully electronically controlled transmission includes a case body, which includes a case body 1 and a case body 21. The case body is provided with a gear set connecting shaft 1 3, shaft 2 5, shaft 3 12, shaft 4 16, shaft 5 24, shaft 6 27 and shaft 7 32. The case body is also provided with a clutch set for engaging and disengaging shaft 3 12, shaft 4 16, shaft 5 24, shaft 6 27 and shaft 7 32.

[0036] The clutch group includes clutch one, clutch two, clutch three, clutch four, clutch five, clutch six and clutch seven.

[0037] The gear set includes gears 1 to 15 and housings 1 to 6.

[0038] The shaft one 3 is connected to the gear one 2, the shaft two 5 is connected to the gear two 4 and the gear three 6, the gear two 4 is connected to the gear four 7, and the gear one 2 is meshed with the gear four 7.

[0039] The shaft 5 24 is provided with a gear 5 8 , a housing 4 22 and a gear 11 23 , and the gear 3 6 is meshed with the gear 5 8 .

[0040] The shaft six 27 is provided with a gear six 9, a housing one 10, a gear twelve 25 and a gear thirteen 26. The gear three 6 is meshed with the gear six 9, the housing four 22 is meshed with the housing one 10, and the gear eleven 23 is meshed with the gear twelve 25.

[0041] The shaft three 12 is provided with a gear seven 11 , a housing two 13 , a spline key one 29 and a gear fourteen 28 , and the gear thirteen 26 is meshed with the gear fourteen 28 .

[0042] The shaft four 16 is provided with a gear eight 14 , a gear nine 17 , a housing three 15 , a gear fifteen 30 and an output flange two 31 . The gear seven 11 is meshed with the gear eight 14 , and the gear fourteen 28 is meshed with the gear fifteen 30 .

[0043] The shaft seven 32 is provided with an output flange one 18, a brake disc 19, a gear ten 20, a housing six 34 and a spline two 33, and the gear nine 17 is meshed with the gear ten 20.

[0044] The shaft 5 24 is provided with a clutch 39 for engaging and disengaging the housing 4 22 and the gear 5 8 .

[0045] The shaft five 24 is also provided with a clutch two 40 for engaging and disengaging the housing four 22 and the gear eleven 23 .

[0046] The shaft six 27 is provided with a clutch three 41 for coupling and disconnecting the gear six 9 and the housing one 10 .

[0047] The shaft six 27 is also provided with a clutch four 42 for coupling and disconnecting the gear thirteen 26 and the housing one 10.

[0048] The shaft three 12 is provided with a clutch five 43 for engaging and disengaging the gear seven 11 and the housing two 13 .

[0049] The gear nine 17 is connected to the housing three 15 by bolts, and the shaft four 16 is provided with a clutch six 44 for coupling and disconnecting the housing three 15 and the gear fifteen 30.

[0050] The spline key 2 33 is connected to the housing 6 34 by bolts, and the shaft 7 32 is provided with a clutch 7 45 for coupling and disconnecting the housing 6 34 and the gear 10 20 .

[0051] The outside of the housing is also provided with an electric control valve 36 for controlling the engagement or disengagement of clutch 1 39, clutch 2 40, clutch 3 41 and clutch 4 42.

[0052] An electric control valve 2 37 for controlling the engagement or disengagement of clutch 5 43, clutch 6 44 and clutch 7 45 is arranged on the outside of the box.

[0053] A caliper disc brake 38 for implementing parking brake is arranged on the outside of the box.

[0054] The working process of this device is:

[0055] The vehicle has four gears for forward movement: Ⅰ, Ⅱ, Ⅲ, Ⅳ, and four gears for reverse movement: Ⅰ, Ⅱ, Ⅲ, Ⅳ. The gear shifting is controlled by an electric control valve to meet various working conditions.

[0056] Forward I transmission route: input gear three 6 is meshed with gear five 8, clutch one is engaged with friction plate engagement and is transmitted to housing four 22, clutch two is engaged with friction plate engagement and gear eleven 23, gear eleven 23 is meshed with gear twelve 25, gear thirteen 26 is meshed with gear fourteen 28, clutch five is engaged with friction plate engagement and is transmitted to housing two 13, gear seven 11 is meshed with gear eight 14, gear eight 14 is transmitted to shaft four 16, shaft four 16 drives output flange two 31 to realize upper output and drive transmission shaft power output,

[0057] Gear nine 17 meshes with gear ten 20, gear ten 20 is engaged with clutch seven friction plate and transmitted to housing six 34, housing six 34 drives spline key two 33, spline key two 33 drives shaft seven 32 through splines, shaft seven 32 drives output flange one 18, output flange one 18 transmits power to lower transmission shaft for power output;

[0058] Forward II transmission route: input gear three 6 is meshed with gear five 8, clutch one is engaged with friction plate and transmitted to housing four 22, housing four 22 is meshed with housing one 10,

[0059] Clutch 4 engages with friction plate and engages with gear 13 26, gear 13 26 and gear 14 28, clutch 5 engages with friction plate and engages with housing 2 13, which is transmitted to gear 7 11, gear 7 11 and gear 8 14, gear 8 14 is transmitted to shaft 4 16, shaft 4 16 drives output flange 2 31 to realize upper output and drive the transmission shaft power output,

[0060] Gear nine 17 meshes with gear ten 20, gear ten 20 is engaged with clutch seven friction plate and transmitted to housing six 34, housing six 34 drives spline key two 33, spline key two 33 drives shaft seven 32 through splines, shaft seven 32 drives output flange one 18, output flange one 18 transmits power to lower transmission shaft for power output;

[0061] Forward III transmission route: input gear three 6 is meshed with gear five 8, clutch one is engaged with friction plate engagement and is transmitted to housing four 22, clutch two is engaged with friction plate engagement and is transmitted to gear eleven 23, gear eleven 23 is meshed with gear twelve 25, gear thirteen 26 is meshed with gear fourteen 28, gear fourteen 28 is meshed with gear fifteen 30, clutch six is ​​engaged with friction plate engagement and is transmitted to housing three 15, which is transmitted to gear nine 17 through bolts, and gear nine 17 drives shaft four 16 to drive output flange two 31 through splines to realize upper output and drive transmission shaft power output;

[0062] Forward IV transmission route: input gear three 6 is meshed with gear five 8, clutch one is engaged with friction plate engagement and transmitted to housing four 22, housing four 22 is meshed with housing one 10, clutch four is engaged with friction plate engagement and transmitted to gear thirteen 26, gear thirteen 26 is meshed with gear fourteen 28, gear fourteen 28 is meshed with gear fifteen 30, clutch six is ​​engaged with friction plate engagement and transmitted to housing three 15, transmitted to gear nine 17 through bolts, gear nine 17 drives shaft four 16 to drive output flange two 31 through splines to realize upper output and drive transmission shaft power output;

[0063] Reverse I transmission route: input gear three 6 is meshed with gear six 9, clutch three is engaged with friction plate engagement and transmitted to housing one 10, housing one 10 is meshed with housing four 22, clutch two is engaged with housing four 22 friction plate engagement gear eleven 23, gear eleven 23 is meshed with gear twelve 25, gear thirteen 26 is meshed with gear fourteen 28, clutch five is engaged with friction plate engagement housing two 13 and transmitted to gear seven 11, gear seven 11 is engaged with gear eight 14, gear eight 14 is transmitted to shaft four 16, shaft four 16 drives output flange two 31 to realize upper output and drive transmission shaft power output,

[0064] Gear nine 17 meshes with gear ten 20, gear ten 20 is engaged with clutch seven friction plate and transmitted to housing six 34, housing six 34 drives spline key two 33, spline key two 33 drives shaft seven 32 through splines, shaft seven 32 drives output flange one 18, output flange one 18 transmits power to lower transmission shaft for power output;

[0065] Reverse II transmission route: input gear three 6 meshes with gear six 9, clutch three engages friction plate engagement and transmits to housing one 10, clutch four housing one 10 engages friction plate engagement gear thirteen 26, gear thirteen 26 and gear fourteen 28, clutch five engages friction plate engagement housing two 13 and transmits to gear seven 11, gear seven 11 and gear eight 14, gear eight 14 transmits to shaft four 16, shaft four 16 drives output flange two 31 to realize upper output and drive transmission shaft power output,

[0066] Gear nine 17 meshes with gear ten 20, gear ten 20 is engaged with clutch seven friction plate and transmitted to housing six 34, housing six 34 drives spline key two 33, spline key two 33 drives shaft seven 32 through splines, shaft seven 32 drives output flange one 18, output flange one 18 transmits power to lower transmission shaft for power output;

[0067] Reverse III transmission route: input gear three 6 meshes with gear six 9, clutch three engages friction plate engagement and transmits to housing one 10, housing one 10 meshes with housing four 22, clutch two engages friction plate engagement gear eleven 23, gear eleven 23 meshes with gear twelve 25, gear thirteen 26 meshes with gear fourteen 28, gear fourteen 28 meshes with gear fifteen 30, clutch six engages friction plate engagement and transmits to housing three 15, and transmits to gear nine 17 through bolts, and gear nine 17 drives shaft four 16 to drive output flange two 31 through splines to realize upper output and drive transmission shaft power output;

[0068] Reverse IV transmission route: input gear three 6 meshes with gear six 9, clutch three engages friction plate engagement and transmits to housing one 10, clutch four housing one 10 engages friction plate engagement and gear thirteen 26, gear thirteen 26 meshes with gear fourteen 28, gear fourteen 28 meshes with gear fifteen 30, clutch six engages friction plate engagement and transmits to housing three 15, which is transmitted to gear nine 17 through bolts, and gear nine 17 drives shaft four 16 to drive output flange two 31 through splines to realize upper output and drive transmission shaft power output;

[0069] Electronically controlled valve 1 36: controls the clutch gear transmission and disengagement of shaft five 24 and shaft six 27 to realize forward first gear, second gear and reverse gear; electronically controlled valve 2 37 controls the hydraulic clutch gear transmission and disengagement on shaft three 12 and shaft four 16 to realize low gear to high gear switching, and electronically controlled valve 2 37 controls the hydraulic clutch gear transmission and disengagement on shaft seven 32 to realize two-wheel drive to four-wheel drive switching.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. These modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the utility model, and they should all be included in the scope of the claims and specification of the utility model.

Claims

1. Two-wheel drive eight-speed fully electronically controlled transmission, characterized by: The invention comprises a housing, wherein a gear set is arranged in the housing for connecting shaft 1 (3), shaft 2 (5), shaft 3 (12), shaft 4 (16), shaft 5 (24), shaft 6 (27) and shaft 7 (32); and a clutch set is also arranged in the housing for connecting and disconnecting shaft 3 (12), shaft 4 (16), shaft 5 (24), shaft 6 (27) and shaft 7 (32).

2. The 2 / 4WD 8-speed fully electronically controlled transmission according to claim 1, characterized in that: The shaft one (3) is connected to the gear one (2), the shaft two (5) is connected to the gear two (4) and the gear three (6), the gear two (4) is connected to the gear four (7), and the gear one (2) is meshed with the gear four (7).

3. The two-wheel drive eight-speed fully electronically controlled transmission according to claim 2, characterized in that: The shaft five (24) is provided with a gear five (8), a housing four (22) and a gear eleven (23), and the gear three (6) is meshed with the gear five (8).

4. The 2 / 4WD 8-speed fully electronically controlled transmission according to claim 3, characterized in that: The shaft six (27) is provided with a gear six (9), a housing one (10), a gear twelve (25) and a gear thirteen (26); the gear three (6) is meshed with the gear six (9); the housing four (22) is meshed with the housing one (10); and the gear eleven (23) is meshed with the gear twelve (25).

5. The 2 / 4WD 8-speed fully electronically controlled transmission according to claim 4, characterized in that: The shaft three (12) is provided with a gear seven (11), a housing two (13), a flower key one (29) and a gear fourteen (28), and the gear thirteen (26) is meshed with the gear fourteen (28).

6. The 2 / 4WD 8-speed fully electronically controlled transmission according to claim 5, characterized in that: The shaft four (16) is provided with a gear eight (14), a gear nine (17), a housing three (15), a gear fifteen (30) and an output flange two (31); the gear seven (11) is meshed with the gear eight (14); the gear fourteen (28) is meshed with the gear fifteen (30); the shaft seven (32) is provided with an output flange one (18), a brake disc (19), a gear ten (20), a housing six (34) and a spline two (33); the gear nine (17) is meshed with the gear ten (20).

7. The two-wheel drive eight-speed fully electronically controlled transmission according to claim 6, characterized in that: The shaft five (24) is provided with a clutch one (39) for engaging and disengaging the housing four (22) and the gear five (8), and the shaft five (24) is also provided with a clutch two (40) for engaging and disengaging the housing four (22) and the gear eleven (23).

8. The two-wheel drive eight-speed fully electronically controlled transmission according to claim 7, characterized in that: The shaft six (27) is provided with a clutch three (41) for clutching the gear six (9) and the housing one (10), and the shaft six (27) is also provided with a clutch four (42) for clutching the gear thirteen (26) and the housing one (10).

9. The two-wheel drive eight-speed fully electronically controlled transmission according to claim 8, characterized in that: The shaft three (12) is provided with a clutch five (43) for engaging and disengaging the gear seven (11) and the housing two (13); the gear nine (17) is connected to the housing three (15) by bolts; the shaft four (16) is provided with a clutch six (44) for engaging and disengaging the housing three (15) and the gear fifteen (30); the spline two (33) is connected to the housing six (34) by bolts; the shaft seven (32) is provided with a clutch seven (45) for engaging and disengaging the housing six (34) and the gear ten (20).

10. The two-wheel drive eight-speed fully electronically controlled transmission according to claim 9, characterized in that: The outside of the housing is also provided with an electric control valve 1 (36) for controlling the engagement or disengagement of clutch 1 (39), clutch 2 (40), clutch 3 (41) and clutch 4 (42), and the outside of the housing is provided with an electric control valve 2 (37) for controlling the engagement or disengagement of clutch 5 (43), clutch 6 (44) and clutch 7 (45).

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