Hydraulic transmission type gearbox

Abstract

The utility model relates to the technical field of agricultural harvesters, in particular to a hydraulic transmission type gearbox which comprises a gearbox shell, a gear shaft assembly and a gear shifting part are arranged in the gearbox shell, and the gear shaft assembly comprises a first gear shaft, a second gear shaft and a third gear shaft which are sequentially connected in a matched mode. The input end of the first gear shaft is connected with a hydraulic motor, the gear shifting part comprises a gear shifting assembly, a first fork shaft and a second fork shaft, the first fork shaft is provided with a second and third gear shifting fork, the second fork shaft is provided with a first gear shifting fork, and the gear shifting assembly is detachably connected with the first fork shaft and the second fork shaft. According to the hydraulic transmission type gearbox, a shell of an original gearbox is used, hydraulic input is adopted, a stepless speed change assembly and a clutch assembly are omitted, stepless speed change input can be achieved, and the equipment cost and the failure rate can be reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of agricultural harvesters, in particular to a hydraulic transmission type gearbox. Background Art

[0002] At present, the travel gearbox of larger agricultural harvesters (the whole vehicle weighs 10~15 tons) generally adopts a gearbox. The gearbox is divided into five parts: the continuously variable transmission assembly, the clutch assembly, the gear and shaft gearbox assembly, the parking brake assembly, and the service brake assembly. The gearbox has five gears (first, second, third, fourth, and reverse). The power of the engine is transmitted to the continuously variable transmission through a belt. According to the actual working conditions, it is input into the clutch assembly after the speed change in a small range of the continuously variable transmission, and then transmitted to the gearbox through a shaft. The transmission of the gears in different gears in the gearbox can achieve power output of different speeds and torques, and then the power is transmitted to the left and right side reducers through the left and right half shafts of the gearbox, and the left and right side reducers drive the tires to rotate.

[0003] The prior art continuously variable transmission is heavy, difficult to assemble, easy to break, and difficult to repair;

[0004] The clutch is a dry clutch, which is prone to wear and even plate burning. Because the front end is connected to a continuously variable transmission, the replacement of the clutch plate is more complicated;

[0005] Both the service brake and the parking brake are internal expansion type brakes, which have complex structures, high parts processing costs, great assembly difficulties, and poor braking effects.

[0006] In response to the above technical problems, the present application provides a hydraulic transmission gearbox. Utility Model Content

[0007] In order to solve the above problems, the utility model provides a hydraulic transmission type gearbox.

[0008] The technical solution adopted by the utility model to solve its technical problems is: a hydraulic transmission gearbox, including a gearbox housing, a gear shaft assembly and a shifting part are arranged inside the gearbox housing, the gear shaft assembly includes a first gear shaft, a second gear shaft and a third gear shaft which are matched and connected in sequence, the input end of the first gear shaft is connected to a hydraulic motor, the shifting part includes a shifting assembly, a first fork shaft and a second fork shaft, the first fork shaft is provided with a second and third gear fork, the second fork shaft is provided with a first gear fork, and the shifting assembly is detachably connected to the first fork shaft and the second fork shaft.

[0009] As an optimization, a normally-engaged driving gear is connected to the first gear shaft, and a normally-engaged passive gear is connected to the second gear shaft, and the normally-engaged passive gear is meshingly connected with the normally-engaged driving gear.

[0010] As an optimization, a first gear driving gear, a second gear driving gear and a third gear driving gear are installed on the second gear shaft, a first gear passive gear, a second gear passive gear and a third gear passive gear are installed on the third gear shaft, the first gear driving gear is meshed with the first gear passive gear, the second gear driving gear is meshed with the second gear passive gear, and the third gear driving gear is meshed with the third gear passive gear.

[0011] As an optimization, a differential assembly is provided inside the gear shaft assembly, and the differential assembly is connected with the third gear shaft. The output of the differential assembly has two coaxially arranged half shafts, and the outside of the differential assembly is connected with a final transmission gearwheel, which meshes with the final transmission pinion of the third gear shaft.

[0012] As an optimization, a first gear hub sleeve is slidably provided on one side of the first gear driven gear, and a second gear hub sleeve is slidably provided between the second gear driving gear and the third gear driving gear.

[0013] As an optimization, the shifting form of the shifting assembly is up shifting, the second and third gear shift forks are used to shift the second gear hub sleeve, and the second shift fork is used to connect the first gear hub sleeve.

[0014] As an optimization, an interlocking pin is connected between the first fork shaft and the second fork shaft.

[0015] According to the vehicle weight (12-13 tons), the speed of each gear, and the working environment, the speed ratios of the three gears are calculated as follows: first gear ratio: 15.3378, second gear ratio: 7.0486, and third gear ratio: 2.985. The speed of the first gear is 5-6 kilometers, the speed of the second gear is 10-12 kilometers, and the speed of the third gear is 29-31 kilometers; ensure that the vehicle can climb a 25° slope in the second gear when fully loaded.

[0016] In order to ensure the strength of the gear, the gear modulus uses the same modulus as the original gear. The gear parameters are calculated based on the speed ratio, gear modulus, and the existing housing hole center distance.

[0017] The transmission lines of each gear are designed scientifically and reasonably, and the gears of each gear are arranged. The first gear shaft, the second gear shaft, and the third gear shaft are designed according to the load and the arrangement of the gears of each gear.

[0018] The hydraulic transmission gearbox of this scheme has the following advantages:

[0019] The hydraulic transmission type gearbox of the present application uses the housing of the original gearbox, adopts hydraulic input, removes the continuously variable transmission assembly and the clutch assembly, which can not only realize continuously variable transmission input, but also reduce equipment cost and failure rate;

[0020] The service brake and parking brake on the original gearbox assembly are changed to the front bridge pipe, and the brake adopts disc brake, which has good braking effect;

[0021] The final drive gear and differential assembly remain unchanged, which not only ensures the strength of the rear-stage transmission but also reduces R&D costs;

[0022] Reducing the number of gears and avoiding idle gears can reduce equipment costs and improve the utilization rate of each gear. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Attached Figure 1 This is a schematic diagram of the structure of the gear shaft assembly of the utility model.

[0024] Attached Figure 2 It is a schematic diagram of the structure of the shifting part of the utility model.

[0025] Attached Figure 3 It is a schematic diagram of the structure of the first fork shaft and the second fork shaft of the utility model.

[0026] Among them, 1. gearbox housing, 2. first gear shaft, 3. second gear shaft, 4. third gear shaft, 5. hydraulic motor, 6. shift assembly, 7. first fork shaft, 8. second fork shaft, 9. second and third gear shift forks, 10. first gear shift fork, 11. normally closed driving gear, 12. normally closed passive gear, 13. first gear driving gear, 14. second gear driving gear, 15. third gear driving gear, 16. first gear passive gear, 17. second gear passive gear, 18. third gear passive gear, 19. differential assembly, 20. half shaft, 21. first gear gear hub sleeve, 22. second gear hub sleeve. DETAILED DESCRIPTION

[0027] like Figure 1-3 As shown, a hydraulic transmission gearbox comprises a gearbox housing 1, wherein a gear shaft assembly and a shifting part are arranged inside the gearbox housing 1, wherein the gear shaft assembly comprises a first gear shaft 2, a second gear shaft 3 and a third gear shaft 4 which are sequentially matched and connected, wherein an input end of the first gear shaft 2 is connected to a hydraulic motor 5, wherein the shifting part comprises a shifting assembly 6, a first fork shaft 7 and a second fork shaft 8, wherein the first fork shaft 7 is provided with a second and third gear shift fork 9, and the second fork shaft 8 is provided with a first gear shift fork 10, and the shifting assembly 6 is detachably connected to the first fork shaft 7 and the second fork shaft 8.

[0028] like Figure 1 As shown, the first gear shaft 2 is connected to a normally closed driving gear 11 , and the second gear shaft 3 is connected to a normally closed passive gear 12 , and the normally closed passive gear 12 is meshedly connected with the normally closed driving gear 11 .

[0029] like Figure 1As shown, a first gear driving gear 13, a second gear driving gear 14 and a third gear driving gear 15 are installed on the second gear shaft 3, and a first gear passive gear 16, a second gear passive gear 17 and a third gear passive gear 18 are installed on the third gear shaft 4. The first gear driving gear 13 is meshed with the first gear passive gear 16, the second gear driving gear 14 is meshed with the second gear passive gear 17, and the third gear driving gear 15 is meshed with the third gear passive gear 18.

[0030] like Figure 1 As shown, a differential assembly 19 is provided inside the gear shaft assembly, and the differential assembly 19 is connected with the third gear shaft 4. The output of the differential assembly 19 has two coaxially arranged half shafts 20. The outside of the differential assembly 19 is connected with a final transmission gearwheel, and the final transmission gearwheel is meshed with the final transmission pinion of the third gear shaft 4.

[0031] like Figure 1 As shown, a first gear hub sleeve 21 is slidably disposed on one side of the first gear driven gear 16 , and a second gear hub sleeve 22 is slidably disposed between the second gear driving gear 14 and the third gear driving gear 15 .

[0032] The shifting mode of the shifting assembly 6 is up shifting, the second and third gear shift forks 9 are used to shift the second gear hub sleeve 22, and the second shift fork is used to connect the first gear hub sleeve 21.

[0033] An interlocking pin is connected between the first fork shaft 7 and the second fork shaft 8 .

[0034] According to the vehicle weight (12-13 tons), the speed of each gear, and the working environment, the speed ratios of the three gears are calculated as follows: first gear ratio: 15.3378, second gear ratio: 7.0486, and third gear ratio: 2.985. The speed of the first gear is 5-6 kilometers, the speed of the second gear is 10-12 kilometers, and the speed of the third gear is 29-31 kilometers; ensure that the vehicle can climb a 25° slope in the second gear when fully loaded.

[0035] In order to ensure the strength of the gear, the gear modulus uses the same modulus as the original gear. The gear parameters are calculated based on the speed ratio, gear modulus, and the existing housing hole center distance.

[0036] Scientifically and rationally design the transmission route of each gear and arrange the gears of each gear. Design one axis, two axes, and three axes according to the load and the arrangement of the gears of each gear.

[0037] The transmission routes of each gear are as follows:

[0038] The transmission route of the first gear is: hydraulic motor 5 → first gear shaft 2 → normally engaged driving gear 11 → normally engaged passive gear 12 → second gear shaft 3 → first gear driving gear 13 → first gear passive gear 16 → first gear hub sleeve 21 → third gear shaft 4 final transmission pinion → final transmission gear → differential → half shaft 20;

[0039] The second gear transmission route is: hydraulic motor 5 → first gear shaft 2 → normally engaged driving gear 11 → normally engaged passive gear 12 → second gear shaft 3 → second gear hub sleeve 22 → second gear driving gear 14 → second gear passive gear 17 → third gear shaft 4 final transmission pinion → final transmission gear → differential → half shaft 20;

[0040] The third gear transmission route is: hydraulic motor 5 → first gear shaft 2 → normally engaged driving gear 11 → normally engaged passive gear 12 → second gear shaft 3 → second gear hub sleeve 22 → third gear driving gear 15 → third gear passive gear 18 → third gear shaft 4 final transmission pinion → final transmission gear → differential → half shaft 20;

[0041] The gear shifting meshing mode of the gearbox assembly is gear hub sleeve meshing shifting, which is light, quiet, easy to shift, and not easy to drop gears. The gearbox is small in size, light in weight, low in manufacturing cost, with reasonable gear arrangement, scientific and reasonable transmission routes for each gear, strong transmission load capacity, long service life, and reliable operation; the gear shifting operation is simple, accurate, light and fast.

[0042] The above-mentioned specific implementation is only a specific case of the present utility model. The patent protection scope of the present utility model includes but is not limited to the product form and style of the above-mentioned specific implementation. Any hydraulic transmission gearbox that complies with the claims of the present utility model and any appropriate changes or modifications made thereto by ordinary technicians in the corresponding technical field shall fall within the patent protection scope of the present utility model.

Claims

1. A hydraulic transmission type gearbox, comprising a gearbox housing (1), characterized in that: The gearbox housing (1) is provided with a gear shaft assembly and a shifting part inside. The gear shaft assembly comprises a first gear shaft (2), a second gear shaft (3) and a third gear shaft (4) which are matched and connected in sequence. The input end of the first gear shaft (2) is connected with a hydraulic motor (5). The shifting part comprises a shifting assembly (6), a first fork shaft (7) and a second fork shaft (8). The first fork shaft (7) is provided with a second and third gear shift fork (9), and the second fork shaft (8) is provided with a first gear shift fork (10). The shifting assembly (6) is detachably connected to the first fork shaft (7) and the second fork shaft (8).

2. The hydraulic transmission gearbox according to claim 1, characterized in that: The first gear shaft (2) is connected to a normally engaged driving gear (11), the second gear shaft (3) is connected to a normally engaged passive gear (12), and the normally engaged passive gear (12) is meshingly connected to the normally engaged driving gear (11).

3. The hydraulic transmission type gearbox according to claim 1, characterized in that: A first gear driving gear (13), a second gear driving gear (14) and a third gear driving gear (15) are mounted on the second gear shaft (3); a first gear passive gear (16), a second gear passive gear (17) and a third gear passive gear (18) are mounted on the third gear shaft (4); the first gear driving gear (13) meshes with the first gear passive gear (16); the second gear driving gear (14) meshes with the second gear passive gear (17); and the third gear driving gear (15) meshes with the third gear passive gear (18).

4. The hydraulic transmission type gearbox according to claim 1, characterized in that: A differential assembly (19) is arranged inside the gear shaft assembly, and the differential assembly (19) is connected to the third gear shaft (4) in cooperation, and the differential assembly (19) outputs two half shafts (20) arranged coaxially, and the outside of the differential assembly (19) is connected to a final transmission gear, and the final transmission gear is meshed with a final transmission pinion of the third gear shaft (4).

5. The hydraulic transmission type gearbox according to claim 3, characterized in that: A first gear hub sleeve (21) is slidably disposed on one side of the first gear driven gear (16), and a second gear hub sleeve (22) is slidably disposed between the second gear driving gear (14) and the third gear driving gear (15).

6. The hydraulic transmission type gearbox according to claim 5, characterized in that: The shifting mode of the shifting assembly (6) is up shifting, the second and third gear shift forks (9) are used to shift the second gear hub sleeve (22), and the first gear shift fork (10) is used to connect the first gear hub sleeve (21).

7. The hydraulic transmission type gearbox according to claim 1, characterized in that: An interlocking pin is connected between the first fork shaft (7) and the second fork shaft (8).

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