Gear shifting transmission device

Abstract

The utility model discloses a gear shifting transmission device which comprises a driving motor and a main speed reducer and further comprises a first transmission set and a second transmission set which are arranged between the driving motor and the main speed reducer in a linkage mode. Each first transmission set comprises a first transmission unit, a first electromagnetic clutch and a second transmission unit which are in transmission connection in sequence, the first transmission units are in transmission connection with the driving motor, the second transmission units are in transmission connection with the main speed reducer, and the first electromagnetic clutches are used for opening and closing linkage cooperation between the first transmission sets; the second transmission group comprises an auxiliary speed reducer and a second electromagnetic clutch; wherein the first transmission unit is in transmission connection with the auxiliary speed reducer, the second transmission unit is in transmission connection with the second electromagnetic clutch, and the second electromagnetic clutch is used for opening and closing linkage cooperation between the second transmission units. According to the structure, automatic switching between a high-speed gear and a low-speed gear can be conveniently and rapidly achieved, and cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of transmission devices, in particular to a gear shifting transmission device. Background Art

[0002] Current tracked off-road vehicles need to adapt to complex terrains during operation, which places high demands on the vehicle's power system. Generally, the vehicle is required to have a higher torque to improve its ability to overcome obstacles and climb slopes. Therefore, the vehicle often needs to be equipped with a large speed ratio reducer to increase the output torque by reducing the speed.

[0003] Generally speaking, when a tracked off-road vehicle is driving on a rough road, the speed index is not important. Users tend to pay more attention to the off-road capability of the vehicle. The greater the output torque, the stronger the off-road and climbing capabilities. However, in many cases, another requirement is difficult to meet, that is, fast transition on relatively flat ground. For this requirement, there are several existing solutions:

[0004] 1. Use vehicle:

[0005] The tracked off-road vehicle is moved onto a truck or other vehicle to achieve a quick transfer. The disadvantage of this solution is that it requires additional equipment, is cumbersome to operate, and slows down the pace of operations.

[0006] 2. Equipped with a large enough motor:

[0007] This solution is very expensive and in most cases will result in a waste of motor power.

[0008] 3. Equip the vehicle with a reduction gearbox:

[0009] The user can select the high gear and low gear of the gearbox according to actual needs, use the high gear for quick transitions, and use the low gear for climbing hills or driving on complex terrain.

[0010] The disadvantages of this solution are: the gearbox structure is complex and the manufacturing cost is high, especially the automatic gearbox. Therefore, such vehicles often use the cheaper manual gearbox. The disadvantages of the manual gearbox are obvious. The operator must perform the gear shifting settings on the vehicle and cannot be operated remotely.

[0011] 4. Controlling manual transmission by mechanical device:

[0012] The disadvantages of this solution are high cost and poor reliability.

[0013] In summary, the existing solutions all have shortcomings and are difficult to meet usage requirements. Utility Model Content

[0014] The utility model aims to avoid the shortcomings of the prior art and provides a shift transmission device and a corresponding control method for remotely controlling an electric-driven crawler off-road vehicle to realize remote automatic shifting.

[0015] The utility model solves the technical problem by adopting the following technical solution: a gear shift transmission device, including a driving motor and a main reducer, and also including a first transmission group and a second transmission group which are linked and arranged between the driving motor and the main reducer;

[0016] The first transmission group includes a first transmission unit, a first electromagnetic clutch and a second transmission unit which are sequentially connected in transmission connection, the first transmission unit is connected in transmission connection with the driving motor, the second transmission unit is connected in transmission connection with the main reducer, and the first electromagnetic clutch is used to open and close the linkage cooperation between the first transmission group;

[0017] The second transmission group includes a secondary reducer and a second electromagnetic clutch;

[0018] Among them, the first transmission unit is connected to the auxiliary reducer, the second transmission unit is connected to the second electromagnetic clutch, the second electromagnetic clutch is used to open and close the linkage cooperation between the second transmission groups, and only one of the first electromagnetic clutch and the second electromagnetic clutch is in a closed state at the same time.

[0019] In several embodiments, the first transmission group also includes a first transmission shaft and a second transmission shaft, and the first electromagnetic clutch is arranged on the first transmission shaft and the second transmission shaft; the second transmission group also includes a third transmission shaft and a fourth transmission shaft, and the second electromagnetic clutch is arranged on the fourth transmission shaft; the first transmission unit is respectively arranged on the first transmission shaft and the third transmission shaft in a linked manner, and the second transmission unit is respectively arranged on the second transmission shaft and the fourth transmission shaft in a linked manner.

[0020] In several embodiments, the first transmission unit includes two first transmission wheel bodies and a first linkage body, the first transmission wheel bodies are respectively mounted on the first transmission shaft and the third transmission shaft, and the first linkage body is used to drive the synchronous rotation of the two first transmission wheel bodies; the second transmission unit includes two second transmission wheel bodies and a second linkage body, the second transmission wheel bodies are respectively mounted on the second transmission shaft and the second electromagnetic clutch, and the second linkage body is used to drive the synchronous rotation of the two second transmission wheel bodies.

[0021] In several embodiments, a locking sleeve is further sleeved on the fourth transmission shaft, and the locking sleeve abuts against one side of the second electromagnetic clutch.

[0022] In several embodiments, a coupling is provided between the drive motor and the first transmission shaft.

[0023] In several embodiments, an electromagnetic brake is disposed on the second transmission shaft, and the electromagnetic brake is used to control the rotation of the second transmission shaft.

[0024] In several embodiments, the first transmission group and the second transmission group are arranged on a mounting frame, the drive motor and the main reducer are arranged at opposite ends of the mounting frame, a plurality of mounting plates are arranged in the mounting frame, and the interior of the mounting frame is divided into a first mounting area, a second mounting area, a third mounting area and a fourth mounting area by the mounting plates, the coupling is arranged in the first mounting area, the first transmission unit is arranged in the second mounting area, the first electromagnetic clutch, the electromagnetic brake and the auxiliary reducer are arranged in the third mounting area, and the second electromagnetic clutch and the second transmission unit are arranged in the fourth mounting area.

[0025] And, a control method of the above-mentioned gear-shift transmission device, the control method comprising controlling the gear-shift transmission device to be in a low-speed operation state or a high-speed operation state;

[0026] When in low-speed operation, the first electromagnetic clutch is controlled to be disconnected, and the second electromagnetic clutch is controlled to be closed. At this time, the driving motor drives the first transmission unit to rotate, the first transmission unit drives the auxiliary reducer, the second electromagnetic clutch and the second transmission unit to move, and the second transmission unit drives the main reducer to rotate, so as to achieve low-speed and high-torque output;

[0027] When in high-speed operation, the second electromagnetic clutch is controlled to be disconnected, and the first electromagnetic clutch is controlled to be closed. At this time, the driving motor drives the first transmission unit to rotate, and the first transmission unit drives the second transmission unit and the main reducer to move, thereby achieving high-speed and low-torque output.

[0028] The beneficial effects of the utility model are:

[0029] The utility model has a compact and simple structure, requires a small installation space, is convenient for installation, can conveniently and quickly realize automatic switching between a high-speed gear and a low-speed gear, and reduces costs.

[0030] The utility model can be remotely controlled to automatically shift gears, and the shifting process is smooth without setbacks, thereby improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings described herein are for illustrative purposes only of selected embodiments and do not represent all possible implementations, and should not be considered to limit the scope of the present invention.

[0032] Figure 1 The overall structure of the gear shift transmission device in this embodiment is schematically shown;

[0033] Figure 2 Schematically shows Figure 1A planar structure in a forward-looking state;

[0034] Figure 3 Schematically shows Figure 1 Partial explosion structure at the position of the second electromagnetic clutch;

[0035] Figure 4 Schematically shows Figure 1 Partial explosion structure at the position of the first electromagnetic clutch;

[0036] Figure 5 The structure of the gear shift transmission device in this embodiment is schematically shown in a low-speed operation state;

[0037] Figure 6 The structure of the gear shift transmission device in this embodiment in a high-speed operation state is schematically shown. DETAILED DESCRIPTION

[0038] Below, embodiments of the present invention are described in detail with reference to the accompanying drawings. To make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying 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 of the embodiments.

[0039] Therefore, the following detailed description of the embodiments of the present invention provided in conjunction with the accompanying drawings is not intended to limit the scope of the present invention for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present invention.

[0040] like Figure 1-Figure 4 As shown, the gear shift transmission device in this embodiment is mainly used in combination with a tracked off-road vehicle to switch the speed and torque so as to adapt to different usage scenarios.

[0041] Specifically, the gear shift transmission device mainly includes a drive motor 1, a main reducer 2, a first transmission group 10, a second transmission group 20 and a mounting frame 5. The drive motor 1 and the main reducer 2 are arranged at opposite ends of the mounting frame 5, and the first transmission group 10 and the second transmission group 20 are arranged on the mounting frame 5, and are linked and arranged between the drive motor 1 and the main reducer 2.

[0042] Among them, the first transmission unit 11 is connected to the auxiliary reducer 21, and the second transmission unit 13 is connected to the second electromagnetic clutch 22. The second electromagnetic clutch 22 is used to open and close the linkage between the second transmission group 20, and only one of the first electromagnetic clutch 12 and the second electromagnetic clutch 22 is in a closed state at the same time.

[0043] Among them, the first transmission group 10 includes a first transmission unit 11, a first electromagnetic clutch 12, a second transmission unit 13, a first transmission shaft 14 and a second transmission shaft 15 which are sequentially connected in transmission connection. The first transmission unit 11 is connected in transmission connection with the drive motor 1, the second transmission unit 13 is connected in transmission connection with the main reducer 2, and the first electromagnetic clutch 12 is arranged on the first transmission shaft 14 and the second transmission shaft 15. The first electromagnetic clutch 12 is used to open and close the linkage cooperation between the first transmission group 10.

[0044] In addition, the second transmission group 20 includes a secondary reducer 21, a second electromagnetic clutch 22, a third transmission shaft 23 and a fourth transmission shaft 24. The second electromagnetic clutch 22 is arranged on the fourth transmission shaft 24. Thus, the first transmission unit 11 is respectively linked to the first transmission shaft 14 and the third transmission shaft 23, and the second transmission unit 13 is respectively linked to the second transmission shaft 15 and the fourth transmission shaft 24.

[0045] Furthermore, the first transmission unit 11 includes two first transmission wheels 111 and a first linkage body 112 . The first transmission wheels 111 are respectively sleeved on the first transmission shaft 14 and the third transmission shaft 23 . The first linkage body 112 is used to drive the two first transmission wheels 111 to rotate synchronously.

[0046] Correspondingly, the second transmission unit 13 includes two second transmission wheels 131 and a second linkage body 132 . The second transmission wheels 131 are respectively mounted on the second transmission shaft 15 and the second electromagnetic clutch 22 . The second linkage body 132 is used to drive the two second transmission wheels 131 to rotate synchronously.

[0047] The first transmission unit 11 and the second transmission unit 13 may be transmission structures of synchronous pulleys and synchronous belts, or other structures such as gears and sprockets.

[0048] At the same time, a locking sleeve 25 is sleeved on the fourth transmission shaft 24 , and the locking sleeve 25 abuts against one side of the second electromagnetic clutch 22 .

[0049] Furthermore, a coupling 3 is provided between the driving motor 1 and the first transmission shaft 14 .

[0050] At the same time, an electromagnetic brake 4 is provided on the second transmission shaft 15, and the electromagnetic brake 4 is used to control the rotation of the second transmission shaft 15. Through the electromagnetic brake 4, braking can be performed in a power-off state to provide a parking function.

[0051] Among them, the first transmission group 10 and the second transmission group 20 are arranged on the mounting frame 5, the driving motor 1 and the main reducer 2 are arranged at opposite ends of the mounting frame 5, and a plurality of mounting plates 51 are arranged in the mounting frame 5, and the interior of the mounting frame 5 is divided into a first mounting area 61, a second mounting area 62, a third mounting area 63 and a fourth mounting area 64 by the mounting plates 51, the coupling 3 is arranged in the first mounting area 61, the first transmission unit 11 is arranged in the second mounting area 62, the first electromagnetic clutch 12, the electromagnetic brake 4 and the auxiliary reducer 21 are arranged in the third mounting area 63, and the second electromagnetic clutch 22 and the second transmission unit 13 are arranged in the fourth mounting area 64.

[0052] Furthermore, bearings 100 are provided at the rotational connection positions of the above-mentioned components and the mounting frame 5 or the mounting plate 51 .

[0053] The control method of the above-mentioned gear shift transmission device is mainly used to control the gear shift transmission device to be in a low-speed operation state or a high-speed operation state. The specific method is as follows:

[0054] When the system is powered on, the electromagnetic brake is in an open state, and the first transmission group 10 and the second transmission group 20 can move normally.

[0055] like Figure 5 For ease of understanding, Figure 5 Part of the first transmission group 10 is omitted, and the arrow indicates the direction of force transmission. When it is necessary to control it to be in a low-speed running state, the system controls the first electromagnetic clutch 12 to be disconnected, and the first transmission shaft 14 and the second transmission shaft 15 cannot be linked. At the same time, the second electromagnetic clutch 22 is controlled to be closed. At this time, the drive motor 1 drives the first transmission unit 11 to rotate, and the first transmission unit 11 drives the auxiliary reducer 21, the second electromagnetic clutch 22 and the second transmission unit 13 to move. The second transmission unit 13 drives the main reducer 2 to rotate. After the two reducers are decelerated, the output of low speed and large torque is achieved, which is suitable for climbing and driving on complex terrain.

[0056] like Figure 6 For ease of understanding, Figure 6The second transmission group 20 is omitted, and the arrow indicates the direction of force transmission. When it is necessary to control it to be in a high-speed operation state, the system controls the second electromagnetic clutch 22 to be disconnected, and controls the first electromagnetic clutch 12 to be closed. At this time, the drive motor 1 drives the first transmission unit 11 to rotate, and the first transmission unit 11 drives the second transmission unit 13 and the main reducer 2 to move, so as to achieve high-speed and low-torque output, which is suitable for high-speed transfer driving. In the high-speed operation state, the output force of the drive motor 1 is directly transmitted to the main reducer 2 through the first electromagnetic clutch 12, and the reduction ratio is relatively low, the output speed is large, and the output torque is small. In addition, a part of the power is transmitted to the auxiliary reducer 21 through the first transmission unit 11, but at this time the second electromagnetic clutch 22 is disconnected, and the auxiliary reducer 21 is equivalent to no-load operation, and the power loss can be ignored. At the same time, the second transmission unit 13 will transmit the power across the shaft to drive the output side of the second electromagnetic clutch 22 to rotate, but because the second electromagnetic clutch 22 is in a disconnected state, it will not drive the auxiliary reducer 21 in the reverse direction to avoid power loss.

[0057] At the same time, the PLC control system can also provide the function of reading the rotation of the drive motor and automatically control the drive motor to reach the set desired speed.

[0058] All the methods described herein can be performed in any suitable order. Any and all examples used, or exemplary language provided herein (such as "for example") are merely to better illustrate the present invention, and are not intended to limit the scope of the present invention, unless the claims are included. The language in the detailed description should not be understood as indicating any essential factors for practicing the present invention that are not claimed.

[0059] The present invention describes preferred embodiments, including the best way to carry out the present invention known to the inventor. Of course, variations of these preferred embodiments will be apparent to those skilled in the art. The inventors anticipate that skilled artisans may use such variations as appropriate, and the inventors point out that the present invention may be implemented in other ways than those specifically described herein. Therefore, the present invention includes all improvements included in the spirit and scope of the present invention as defined by the claims. Moreover, unless otherwise stated or clearly contradictory in content, the present invention includes any of the above factors and all possible variations thereof.

Claims

1. A gear shift transmission device, comprising a drive motor (1) and a main reducer (2), characterized in that: It also includes a first transmission group (10) and a second transmission group (20) which are arranged in linkage between the drive motor (1) and the main reducer (2); the first transmission group (10) includes a first transmission unit (11), a first electromagnetic clutch (12) and a second transmission unit (13) which are sequentially connected in transmission, the first transmission unit (11) is connected in transmission to the drive motor (1), the second transmission unit (13) is connected in transmission to the main reducer (2), and the first electromagnetic clutch (12) is used to open and close the linkage between the first transmission group (10); The second transmission group (20) comprises a secondary reducer (21) and a second electromagnetic clutch (22); The first transmission unit (11) is transmission-connected to the auxiliary reducer (21), the second transmission unit (13) is transmission-connected to the second electromagnetic clutch (22), and the second electromagnetic clutch (22) is used to open and close the linkage between the second transmission group (20).

2. A gear shift transmission device according to claim 1, characterized in that: The first transmission group (10) further comprises a first transmission shaft (14) and a second transmission shaft (15), and the first electromagnetic clutch (12) is arranged on the first transmission shaft (14) and the second transmission shaft (15); The second transmission group (20) further comprises a third transmission shaft (23) and a fourth transmission shaft (24), and the second electromagnetic clutch (22) is arranged on the fourth transmission shaft (24); The first transmission unit (11) is respectively arranged on the first transmission shaft (14) and the third transmission shaft (23) in a linkage manner, and the second transmission unit (13) is respectively arranged on the second transmission shaft (15) and the fourth transmission shaft (24) in a linkage manner.

3. A gear shift transmission device according to claim 2, characterized in that: The first transmission unit (11) comprises two first transmission wheel bodies (111) and a first linkage body (112); the first transmission wheel bodies (111) are respectively sleeved on the first transmission shaft (14) and the third transmission shaft (23); the first linkage body (112) is used to drive the two first transmission wheel bodies (111) to rotate synchronously; The second transmission unit (13) comprises two second transmission wheel bodies (131) and a second linkage body (132); the second transmission wheel bodies (131) are respectively sleeved on the second transmission shaft (15) and the second electromagnetic clutch (22); the second linkage body (132) is used to drive the two second transmission wheel bodies (131) to rotate synchronously.

4. A gear shift transmission device according to claim 3, characterized in that: A locking sleeve (25) is also sleeved on the fourth transmission shaft (24), and the locking sleeve (25) abuts against one side of the second electromagnetic clutch (22).

5. A gear shift transmission device according to claim 3, characterized in that: A coupling (3) is provided between the drive motor (1) and the first transmission shaft (14).

6. A gear shift transmission device according to claim 5, characterized in that: An electromagnetic brake (4) is arranged on the second transmission shaft (15), and the electromagnetic brake (4) is used to control whether the second transmission shaft (15) rotates or not.

7. A gear shift transmission device according to claim 6, characterized in that: The first transmission group (10) and the second transmission group (20) are arranged on a mounting frame (5); the drive motor (1) and the main reducer (2) are arranged at opposite ends of the mounting frame (5); a plurality of mounting plates (51) are arranged in the mounting frame (5); the interior of the mounting frame (5) is divided into a first mounting area (61), a second mounting area (62), a third mounting area (63) and a fourth mounting area (64) by the mounting plates (51); the coupling (3) is arranged in the first mounting area (61); the first transmission unit (11) is arranged in the second mounting area (62); the first electromagnetic clutch (12), the electromagnetic brake (4) and the auxiliary reducer (21) are arranged in the third mounting area (63); and the second electromagnetic clutch (22) and the second transmission unit (13) are arranged in the fourth mounting area (64).

8. A gear shift transmission device according to claim 7, characterized in that: A bearing (100) is arranged on the mounting plate (51).

Images