Gearbox and loader driving system

Abstract

The utility model relates to a gearbox and a loader driving system. The gearbox comprises a box body, a first transmission mechanism, a second transmission mechanism, a third transmission mechanism, a first clutch and a second clutch. The input end of the first transmission mechanism is connected with the engine; the output end of the first transmission mechanism is in transmission connection with the first input end of the second transmission mechanism through the first clutch, the second input end of the second transmission mechanism is connected with the first motor, and the output end of the second transmission mechanism is connected with the oil pump assembly. The output end of the first transmission mechanism is in transmission connection with the first input end of a third transmission mechanism through a second clutch, the second input end of the third transmission mechanism is connected with a second motor, and the output end of the third transmission mechanism is connected with a drive axle. According to the utility model, the power of the engine and the power of the motor can be well coupled together, so that the loading machine can realize a pure electric working mode and various hybrid working modes, and the loading machine can be well adapted to different working conditions and has strong adaptability.

Description

Technical Field

[0001] The utility model relates to the technical field of loaders, in particular to a gearbox and a loader drive system. Background Art

[0002] At present in the market, the penetration rate of new energy construction machinery products has been gradually increasing. Their main form is pure electric construction machinery products, and among them, pure electric loaders are representative, enabling the application and promotion of new energy technologies in the construction machinery field. Users have also gained the benefits of low usage costs brought by new energy products in the actual application of new energy loader products and highly recognize the actual application results of new energy construction machinery products.

[0003] Because construction machinery products have characteristics such as non-fixed working scenarios that require frequent transfer operations, most working scenarios are far from the urban center with relatively scarce energy supply conditions, and high working intensity often requires continuous operation. However, pure electric construction machinery products have range anxiety. Not only is the continuous operation time far lower than the user's usage requirements after a full charge once, but also the charging time is relatively long. Moreover, most working scenarios are far from the energy supply center, not meeting the installation requirements of charging devices. Therefore, the market application of pure electric construction machinery products is restricted, resulting in a low penetration rate and only being suitable for specific scenarios. Thus, at present, traditional fuel equipment still dominates the construction machinery products in the market and accounts for a very high proportion.

[0004] The hybrid technology route, on the other hand, does not have charging and range anxiety. On the premise of meeting the full-scenario application of users, the hybrid technology can reduce the equipment usage cost for customers and obtain additional benefits from the application of new energy products. At present, hybrid loaders are relatively rare in the market. Existing hybrid loaders all adopt a series hybrid configuration, where the engine drives the generator to generate electricity to provide electrical energy for the whole machine. Additionally, a walking drive motor is required to drive the gearbox to drive the loader to move, and a working drive motor is required to drive the working and steering oil pumps to drive the hydraulic system. Its characteristics include a single working mode, relying on the engine to work for a long time to drive the generator to generate electricity, multiple and discrete power units, generally requiring 3 sets of electric motors and each being independent, with great difficulty in layout, limited energy-saving effect, and low utilization rate of the high-efficiency area of the engine. Generally, it only operates at one or two fixed speed-power points and cannot utilize the characteristic of the wide high-efficiency interval of the engine. Summary of the Utility Model

[0005] The purpose of the utility model is to provide a gearbox and a loader drive system, which can well couple the power of the engine and the electric motor, so that the loader can realize a pure electric working mode and various forms of hybrid working modes. The loader can adapt well to different working conditions, has strong adaptability, is more energy-efficient, can output stronger power, and can effectively give play to the characteristics of the engine with a wide high-efficiency range.

[0006] To achieve the above-mentioned purpose, the utility model discloses a gearbox, which includes a housing, and a first transmission mechanism, a second transmission mechanism, a third transmission mechanism, a first clutch and a second clutch arranged in the housing; the input end of the first transmission mechanism is used to connect to the engine; the output end of the first transmission mechanism is connected to the first input end of the second transmission mechanism via the first clutch, the second input end of the second transmission mechanism is used to connect to the first motor, and the output end of the second transmission mechanism is used to connect to the oil pump assembly; the output end of the first transmission mechanism is also connected to the first input end of the third transmission mechanism via the second clutch, the second input end of the third transmission mechanism is used to connect to the second motor, and the output end of the third transmission mechanism is used to connect to the drive axle.

[0007] Through the above settings, by controlling the first clutch to close, the engine power and the first motor power can be combined to drive the oil pump assembly, thereby improving the operating efficiency of the oil pump, or the engine drives the oil pump assembly to work while driving the first motor to generate electricity, or the first motor rotates when the engine drives the oil pump to work, or the first motor drags the engine to start; by controlling the first clutch to separate, the first motor independently drives the oil pump assembly to work. By controlling the second clutch to close, the engine power and the second motor power can be closed and used to drive the drive axle, or the engine drives the drive axle while driving the drive axle to generate electricity, or the engine drives the drive axle and the second motor rotates; and by controlling the second clutch to separate, the second motor can independently drive the drive axle. In addition, the first clutch and the second clutch can also be combined or separated at the same time. Through the above gearbox, the engine, the first motor and the second motor can be flexibly and reliably combined to form a variety of different combination modes, and execute different functional modes, which can well cope with different working conditions, have strong adaptability, be more energy-saving, and can also output stronger power, which can effectively give play to the characteristics of the engine with a wide range of high efficiency.

[0008] Preferably, a third clutch is further included. The output end of the third transmission mechanism is connected to the third clutch, and the third clutch is used to connect to the drive axle. By controlling the third clutch to be closed, the engine and / or the second motor can drive the drive axle. By controlling the third clutch to be disengaged, the engine can drive the second motor to generate electricity or the second motor can drive the engine to start without driving the drive axle. By providing the third clutch, the loader applying this gearbox can have more engagement modes and be more flexible in use.

[0009] Preferably, a speed change mechanism and a fourth transmission mechanism are further included. The input end of the speed change mechanism is connected to the output end of the third transmission mechanism. The output end of the speed change mechanism is connected to the input end of the fourth transmission mechanism through the third clutch. The output end of the fourth transmission mechanism is used to connect to the drive axle. After the above arrangement, the loader can achieve variable-speed travel.

[0010] Preferably, the first transmission mechanism includes a first transmission shaft, a second transmission shaft, a fourth transmission shaft, a first gear, a second gear, and a fifth gear; the second transmission mechanism includes a third transmission shaft, a third gear, and a fourth gear; the third transmission mechanism includes a fifth transmission shaft, a sixth gear, and a seventh gear; the fourth transmission mechanism includes a sixth transmission shaft; the speed change mechanism includes an eighth gear, a ninth gear, a tenth gear, and an eleventh gear;

[0011] The first transmission shaft, the second transmission shaft, the third transmission shaft, the fourth transmission shaft, the fifth transmission shaft, and the sixth transmission shaft are all rotatably connected in the box body. One end of the first transmission shaft extends outside the box body for connecting to the engine. One end of the third transmission shaft extends outside the box body for connecting to the first motor. The other end of the third transmission shaft extends outside the box body for connecting to the oil pump assembly. One end of the fifth transmission shaft extends outside the box body for connecting to the second motor. Both ends of the sixth transmission shaft extend outside the box body for connecting to the drive axle;

[0012] The first gear is connected to the first transmission shaft and rotates synchronously. The second gear is connected to the second transmission shaft and rotates synchronously. The second gear meshes with the first gear. The third gear is sleeved on the second transmission shaft. The main disk of the first clutch is connected to the third gear and rotates synchronously. The driven disk of the first clutch is connected to the second gear and rotates synchronously. The fourth gear is connected to the third transmission shaft and rotates synchronously, and the fourth gear meshes with the third gear. The fifth gear is connected to the fourth transmission shaft and rotates synchronously, and the fifth gear meshes with the first gear. The sixth gear is sleeved on the fourth transmission shaft. The main disk of the second clutch is connected to the sixth gear and rotates synchronously. The driven disk of the second clutch is connected to the fifth gear and rotates synchronously. The seventh gear, the eighth gear and the ninth gear are all connected to the fifth transmission shaft and rotate synchronously. The seventh gear meshes with the sixth gear. The third clutch is a two-way clutch. The main disk of the third clutch is connected to the sixth transmission shaft and rotates synchronously. The tenth gear and the eleventh gear are both sleeved on the sixth transmission shaft. The tenth gear meshes with the ninth gear, and the tenth gear is connected to the first driven disk of the third clutch and rotates synchronously. The eleventh gear meshes with the eighth gear, and the eleventh gear is connected to the second driven disk of the third clutch and rotates synchronously. The speed ratio of the tenth gear to the ninth gear is not equal to the speed ratio of the eleventh gear to the eighth gear.

[0013] With the above settings, the structure of the transmission is simple, and the engine, the first motor and the second motor have the same directionality, which can make the rotation direction of the motor and the engine defined in the same direction in terms of control logic, avoiding logical confusion. In addition, since neither the engine nor the oil pump is allowed to reverse, setting the same direction can prevent the oil pump from reversing and being damaged when the first motor drags the engine to start in reverse, and can prevent the walking state from being blocked when the second motor drags the engine to start in reverse. It ensures that when the engine and the first motor jointly drive the oil pump, the rotation direction of the third transmission shaft is the same, and when the engine and the second motor jointly drive, the rotation direction of the sixth transmission shaft is the same. In addition, by setting the first clutch on the second transmission shaft and the second clutch on the fourth transmission shaft, in addition to ensuring the same rotation direction, it can prevent the failure of the first clutch and / or the second clutch from affecting the functions of each independent module, ensuring that the whole machine does not fall into a complete functional paralysis state. That is, if the first clutch fails, the first motor can still independently drive the oil pump assembly, and the engine can still start normally and transmit power to the second motor. If the second clutch fails, the second motor can still independently drive the walking system, and the engine can still start normally and transmit power to the first motor. When both the first clutch and the second clutch fail, the first motor can drive the oil pump assembly alone, and the second motor can drive the walking system alone, realizing the pure electric mode.

[0014] Preferably, the first clutch, the second clutch and the third clutch are all wet clutches.

[0015] Preferably, the first transmission shaft, the second transmission shaft, the third transmission shaft, the fourth transmission shaft, the fifth transmission shaft and the sixth transmission shaft are parallel to each other; the third transmission shaft is located above the first transmission shaft, and the sixth transmission shaft is located below the first transmission shaft. With this arrangement, the wheelbase between the input shaft and the output shaft of the prime mover can be increased, and the transmission shaft is arranged in the up-down direction. When used on a loader, the prime mover can be arranged at the upper end of the frame, and the output flange for connecting the drive axle is arranged at the bottom of the frame, which meets the basic structural requirements of the loader and avoids the need to add a vertical articulated transmission mechanism to transmit power to the drive axle after the powertrain output of some traditional fuel loaders.

[0016] The utility model discloses a loader drive system, which includes an engine, a first motor, a second motor, an oil pump assembly, a drive axle, an energy storage system, a vehicle controller, a motor controller and the above-mentioned gearbox, wherein the engine, the first motor, the second motor, the oil pump assembly and the drive axle are all connected to the gearbox in a transmission manner; the motor controller is electrically connected to the energy storage system, the first motor and the second motor; the vehicle controller is communicatively connected to the engine, the energy storage system and the motor controller. The loader configured in this way can well couple the power of the engine and the motor together, so that the loader can realize a pure electric working mode and various forms of hybrid working modes. The loader can well adapt to different working conditions, has strong adaptability, is more energy-efficient, can output stronger power, and can effectively exert the characteristics of the engine with a wide high-efficiency range.

[0017] Preferably, the engine is connected to the gearbox via a shock absorber or a coupling. This arrangement can reduce the impact force during power transmission, ensure the safety of the engine and the gearbox, and compared with the traditional loader using a torque converter to connect the engine and the gearbox, the utility model has higher transmission efficiency.

[0018] Preferably, the drive axle includes a front drive axle and a rear drive axle, and the front drive axle and the rear drive axle are both connected to a gearbox. This arrangement can ensure four-wheel drive power, which is beneficial for facing complex walking conditions.

[0019] Preferably, the loader drive system also includes a working hydraulic system, a steering hydraulic system and a priority valve; the oil pump assembly includes a first oil pump and a second oil pump, the output end of the second transmission mechanism is connected to one end of the rotating shaft of the first oil pump, and the other end of the first oil pump is connected to the rotating shaft of the second oil pump; the first oil pump is connected to the working hydraulic system, and the second oil pump is connected to the working hydraulic system and the steering hydraulic system via a priority valve. With this arrangement, the second oil pump can cooperate with the first oil pump to serve the working hydraulic system, thereby improving the efficiency of the working hydraulic system.

[0020] Preferably, it further includes an energy storage system, a vehicle controller, and a motor controller. The energy storage system is electrically connected to the motor controller. The first motor and the second motor are electrically connected to the motor controller. The vehicle controller is communicatively connected to the engine, the energy storage system, and the motor controller. By providing the energy storage system, it can supply power to the first motor and the second motor and can also be used to store electrical energy. By means of the motor controller, the stable operation of the first motor and the second motor can be controlled and ensured. By providing the vehicle controller, the overall loader can be coordinated, which is conducive to the loader enabling a suitable operation mode according to different working conditions.

[0021] The utility model has the following beneficial effects:

[0022] By controlling the first clutch to close, the power of the engine and the power of the first motor can be combined to jointly drive the oil pump assembly, improving the operating efficiency of the oil pump. Or the engine can drive the oil pump assembly to work while driving the first motor to generate electricity. Or when the engine drives the oil pump to work, the first motor rotates with it. Or the first motor drags the engine to start. By controlling the first clutch to disengage, the first motor can independently drive the oil pump assembly to work. By controlling the second clutch to close, the power of the engine and the power of the second motor can be closed and shared to drive the drive axle. Or, while the engine drives the drive axle, it also drives the second motor to generate electricity. Or the engine drives the drive axle and the second motor rotates with it. By controlling the second clutch to disengage, the second motor can independently drive the drive axle. In addition, the first clutch and the second clutch can also be combined simultaneously. Through the above transmission, the engine, the first motor, and the second motor can be flexibly and reliably combined together, constituting a variety of different combination modes and performing different function modes, which can well cope with different working conditions, have strong adaptability, be more energy-saving, and can also output more powerful power, effectively giving full play to the characteristic of the engine having a wide high-efficiency range. Description of the Drawings

[0023] Figure 1 It is a frame schematic diagram of the utility model.

[0024] Figure 2 It is a structural schematic diagram of the transmission.

[0025] Description of the Main Component Symbols:

[0026] Engine 1, first motor 2, second motor 3, front drive axle 4, rear drive axle 5, motor controller 6, energy storage system 7, vehicle controller 8, first oil pump 9, second oil pump 10, steering hydraulic system 11, working hydraulic system 12, priority valve 13, box 14, first transmission mechanism 15, second transmission mechanism 16, third transmission mechanism 17, fourth transmission mechanism 18, first clutch 19, second clutch 20, third clutch 21, speed change mechanism 22, first transmission shaft 23, second transmission shaft 24, third transmission shaft 25, fourth transmission shaft 26, fifth transmission shaft 27, sixth transmission shaft 28, first gear 29, second gear 30, third gear 31, fourth gear 32, fifth gear 33, sixth gear 34, seventh gear 35, eighth gear 36, ninth gear 37, tenth gear 38, eleventh gear 39, shock absorber 40. DETAILED DESCRIPTION

[0027] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0028] like Figures 1-2 As shown, the utility model discloses a loader drive system, which includes an engine 1, a first motor 2, a second motor 3, an oil pump assembly, a drive axle, a gearbox, a working hydraulic system 12, a steering hydraulic system 11, an energy storage system 7, a vehicle controller 8 and a motor controller 6. The engine 1, the first motor 2, the second motor 3, the oil pump assembly, and the drive axle are all connected to the gearbox in a transmission manner, the working hydraulic system 12 and the steering hydraulic system 11 are connected to the oil pump assembly, the first motor 2 and the second motor 3 are electrically connected to the motor controller 6, the energy storage system 7 is electrically connected to the motor controller 6, and the vehicle controller 8 is connected to the engine 1, the energy storage system 7 and the motor controller 6 in a communication manner. In this case, as long as the coordination of the various power sources of the loader, that is, the gearbox part, is concerned, how to control the operation of each component, such as how to control the working hydraulic system 12 to work and how to control the steering, these are all existing mature technologies and will not be repeated in this case.

[0029] The transmission includes a housing 14, and a first transmission mechanism 15, a second transmission mechanism 16, a third transmission mechanism 17, a fourth transmission mechanism 18, a first clutch 19, a second clutch 20, a third clutch 21, and a speed change mechanism 22 disposed in the housing 14. Among them, the first clutch 19, the second clutch 20, and the third clutch 21 are all wet clutches. The input end of the first transmission mechanism 15 is used to connect to the engine 1. The output end of the first transmission mechanism 15 is drivingly connected to the first input end of the second transmission mechanism 16 through the first clutch 19. The second input end of the second transmission mechanism 16 is used to connect to the first motor 2. The output end of the second transmission mechanism 16 is used to connect to the oil pump assembly. The output end of the first transmission mechanism 15 is also drivingly connected to the first input end of the third transmission mechanism 17 through the second clutch 20. The second input end of the third transmission mechanism 17 is used to connect to the second motor 3. The output end of the third transmission mechanism 17 is connected to the input end of the speed change mechanism 22. The output end of the speed change mechanism 22 is connected to the input end of the fourth transmission mechanism 18 through the third clutch 21. The output end of the fourth transmission mechanism 18 is used to connect to the drive axle.

[0030] Specifically, the first transmission mechanism 15 includes a first transmission shaft 23, a second transmission shaft 24, a fourth transmission shaft 26, a first gear 29, a second gear 30, and a fifth gear 33. The second transmission mechanism 16 includes a third transmission shaft 25, a third gear 31, and a fourth gear 32. The third transmission mechanism 17 includes a fifth transmission shaft 27, a sixth gear 34, and a seventh gear 35. The fourth transmission mechanism 18 includes a sixth transmission shaft 28. The speed change mechanism 22 includes an eighth gear 36, a ninth gear 37, a tenth gear 38, and an eleventh gear 39. The first transmission shaft 23, the second transmission shaft 24, the third transmission shaft 25, the fourth transmission shaft 26, the fifth transmission shaft 27, and the sixth transmission shaft 28 are all rotatably connected in the housing 14. One end of the first transmission shaft 23 extends outside the housing 14 and is connected to the engine 1 through a coupling or a shock absorber 40. The end of the first transmission shaft 23 extending outside the housing 14 is the input end of the first transmission mechanism 15. One end of the third transmission shaft 25 (i.e., the second input end of the second transmission mechanism 16) extends outside the housing 14 and is drivingly connected to the first motor 2. The other end of the third transmission shaft 25 (i.e., the output end of the second transmission mechanism 16) extends outside the housing 14 and is drivingly connected to the oil pump assembly. One end of the fifth transmission shaft 27 (i.e., the second input end of the third transmission mechanism 17) extends outside the housing 14 and is drivingly connected to the second motor 3. Both ends of the sixth transmission shaft 28 extend outside the housing 14. The drive axle includes a front drive axle 4 and a rear drive axle 5. One end of the sixth transmission shaft 28 is drivingly connected to the front drive axle 4, and the other end is drivingly connected to the rear drive axle 5. The sixth transmission shaft 28 is both the input end and the output end of the fourth transmission mechanism 18.

[0031] The first gear 29 is connected to the first transmission shaft 23 and rotates synchronously. The second gear 30 (i.e., the output end of the first transmission mechanism 15) is connected to the second transmission shaft 24 and rotates synchronously. The second gear 30 meshes with the first gear 29. The third gear 31 (i.e., the first input end of the second transmission mechanism 16) is sleeved on the second transmission shaft 24. The main disk of the first clutch 19 is connected to the third gear 31 and rotates synchronously. The driven disk of the first clutch 19 is connected to the second gear 30 and rotates synchronously. The fourth gear 32 is connected to the third transmission shaft 25 and rotates synchronously, and the fourth gear 32 meshes with the third gear 31. After the above settings, when the first clutch 19 is controlled to be closed, the power of the engine 1 can be transmitted to the third transmission shaft 25. The action of the first clutch 19 can be controlled by an electro-hydraulic valve, and the action of the electro-hydraulic valve is controlled by the vehicle controller 8, that is, the electro-hydraulic valve is electrically connected to the vehicle controller 8. The control methods of the second clutch 20 and the third clutch 21 are the same as that of the first clutch 19, and will not be elaborated below.

[0032] The fifth gear 33 (also the output end of the first transmission mechanism 15) is connected to the fourth transmission shaft 26 and rotates synchronously, and the fifth gear 33 meshes with the first gear 29. The sixth gear 34 (i.e., the first input end of the second transmission mechanism 16) is sleeved on the fourth transmission shaft 26. The main disk of the second clutch 20 is connected to the sixth gear 34 and rotates synchronously. The driven disk of the second clutch 20 is connected to the fifth gear 33 and rotates synchronously. The seventh gear 35, the eighth gear 36 and the ninth gear 37 are all connected to the fifth transmission shaft 27 (i.e., the input end of the transmission mechanism 22) and rotate synchronously. The seventh gear 35 (i.e., the output end of the third transmission mechanism 17) meshes with the sixth gear 34. After the second clutch 20 is closed, the engine 1 can drive the fifth transmission shaft 27 to rotate. The third clutch 21 is a two-way clutch. The main disk of the third clutch 21 is connected to the sixth transmission shaft 28 and rotates synchronously. The tenth gear 38 and the eleventh gear 39 are both sleeved on the sixth transmission shaft 28. The tenth gear 38 meshes with the ninth gear 37, and the tenth gear 38 is connected to the first driven disk of the third clutch 21 and rotates synchronously. The eleventh gear 39 meshes with the eighth gear 36, and the eleventh gear 39 is connected to the second driven disk of the third clutch 21 and rotates synchronously. The speed ratio of the tenth gear 38 to the ninth gear 37 is not equal to the speed ratio of the eleventh gear 39 to the eighth gear 36. The tenth gear 38 and the eleventh gear 39 are both output ends of the third transmission mechanism 17. In this case, after the first driven disk of the third clutch 21 is closed with the main disk, a high-speed output of the sixth transmission shaft 28 can be achieved, corresponding to the high-speed walking gear of the loader. After the second driven disk of the third clutch 21 is closed with the main disk, a low-speed and high-torque output of the sixth transmission shaft 28 can be achieved, corresponding to the low-speed and high-torque gear of the loader. Of course, the third clutch 21 can also be replaced by two one-way clutches.

[0033] It should be noted that in this case, the input end mentioned is not necessarily only the power input end, and the output end is not necessarily only the power output end. In this case, the input end can be the power input end or the power output end, and the output end can be the power input end or the power output end, which is specifically defined according to the power source of each transmission mechanism. For example, when the engine 1 drives the first motor 2 to generate electricity, the first transmission shaft 23 is the power input end, and the third transmission shaft 25 is the power output end; while when the first motor 2 drags the engine 1 to start, the first transmission shaft 23 is the power output end, and the third transmission shaft is the power input end.

[0034] The oil pump assembly includes a first oil pump 9 and a second oil pump 10. The output end (the third transmission shaft 25) of the second transmission mechanism 16 is drivingly connected to one end of the rotating shaft of the first oil pump 9, and the other end of the first oil pump 9 is drivingly connected to the rotating shaft of the second oil pump 10. The first oil pump 9 is connected to the working hydraulic system 12, and the second oil pump 10 is connected to the working hydraulic system 12 and the steering hydraulic system 11 via a priority valve 13. After such a setting, the second oil pump 10 can cooperate with the first oil pump 9 to serve the working hydraulic system 12, improving the efficiency of the working hydraulic system 12.

[0035] The loader of the present utility model has the following operating modes:

[0036] 1. Pure electric mode

[0037] In this mode, the engine 1 stops, and both the first clutch 19 and the second clutch 20 are disengaged. At this time, the first motor 2 drives the oil pump assembly to work, and the third clutch 21 is selected to be engaged or disengaged according to needs. For example, when the loader needs to move, the third clutch 21 is engaged, and the second motor 3 drives the loader to move. When the loader does not need to move, the third clutch 21 can be either engaged or disengaged. When the energy storage system 7 has sufficient power, the loader preferentially operates in the pure electric mode. In the pure electric mode, the overall energy efficiency of the machine is the highest, and the working cost is the lowest.

[0038] 2. Engine 1 start mode 1

[0039] In this mode, the first clutch 19 is engaged, the second clutch 20 is disengaged, and the first motor 2 drives the engine 1 to start. At the same time, the first motor 2 also drives the oil pump assembly to work. In this mode, the third clutch 21 is selected to be engaged or disengaged according to needs. For example, when the loader needs to move, the third clutch 21 is engaged, and the second motor 3 drives the loader to move. When the loader does not need to move, the third clutch 21 can be either engaged or disengaged. This mode is suitable for starting the engine 1 when the loader is in a driving state and the hydraulic system is not working.

[0040] 3. Engine 1 start mode 2

[0041] In this mode, the first clutch 19 is disengaged, the second clutch 20 is engaged, and the second motor 3 drives the engine 1 to start. If the loader is in motion (the third clutch 21 is engaged), the first motor 2 needs to drive the oil pump assembly to work. If the loader is in a parked state, the third clutch 21 is disengaged, and the second motor 3 only drives the engine 1 to start. At this time, the first motor 2 drives the oil pump as needed. This mode is suitable for starting the engine 1 when the loader is in a parked state and the hydraulic system is in a working state.

[0042] 4. Series Hybrid Mode

[0043] In this mode, the first clutch 19 is engaged, the second clutch 20 is disengaged. While the engine 1 drives the oil pump assembly to work, it also drives the first motor 2 to generate electricity. The electric energy generated by the first motor 2 is supplied to the second motor 3 and the energy storage system 7. The second motor 3 drives the loader to move as needed, that is, the third clutch 21 is engaged or disengaged according to the travel control command. This mode is suitable for the loader to operate under medium and light working conditions.

[0044] 5. Parallel Hybrid Mode

[0045] In this mode, the first clutch 19 is disengaged, the second clutch 20 is engaged. At this time, the engine 1 and the second motor 3 jointly drive the loader to move. Or, the engine 1 drives the loader to move while the second motor 3 generates electricity, or the engine 1 drives the second motor 3 to generate electricity. The first motor 2 drives the oil pump assembly to work.

[0046] 6. Series-Parallel Hybrid Mode

[0047] In this mode, both the first clutch 19 and the second clutch 20 are engaged. The engine 1 and the first motor 2 jointly drive the oil pump assembly to work, or the engine 1 drives the oil pump assembly to work while driving the first motor 2 to generate electricity. At the same time, the engine 1 and the second motor 3 jointly drive the loader to move, or the engine 1 drives the loader to move while also driving the second motor 3 to generate electricity.

[0048] 7. Brake Energy Recovery Mode

[0049] In this mode, the third clutch 21 is engaged, the second clutch 20 is disengaged. When the loader brakes, it drives the second motor 3 to generate electricity, realizing the conversion of braking energy into electrical energy for storage, or supplying the first motor 2 to drive the oil pump assembly. The first clutch 19 is engaged or disengaged as needed.

[0050] 8. Parking Power Generation Mode 1

[0051] The first clutch 19 is engaged, the second clutch 20 is disengaged, and the engine 1 drives the first motor 2 to generate electricity. The third clutch 21 can be either engaged or disengaged.

[0052] 9. Parking power generation mode 2

[0053] The first clutch 19 and the third clutch 21 are both disengaged, the second clutch 20 is engaged, and the engine 1 drives the second motor 3 to generate electricity.

[0054] 10. Parking power generation mode 3

[0055] The first clutch 19 and the second clutch 20 are both engaged, the third clutch 21 is disengaged, and the engine 1 drives the first motor 2 and the second motor 3 to generate electricity simultaneously.

[0056] 11. Limp home mode

[0057] The first clutch 19 and the second clutch 20 are both engaged, the third clutch 21 disengages or engages according to the travel command, the engine 1 directly drives the oil pump assembly to work and the loader to travel, and the first motor 2 and the second motor 3 rotate accordingly.

[0058] The above 11 operating modes can cope with most of the operating conditions of the loader. For example, when the energy storage system 7 carried is fully charged, the loader runs purely electrically with electric energy as the energy supply; when the power of the energy storage system 7 drops to a certain level, it can be recharged through the parking power generation mode or operate in the above hybrid mode, and the engine 1 participates in energy replenishment; when a large power output is required for traveling or working, the above hybrid mode can also be adopted so that the engine 1 and the motor drive together to ensure power output; when braking, the braking energy recovery mode can be entered to recover braking energy. In the case of motor failure, energy storage system 7 failure, etc., by entering the limp home mode, it can be ensured that the loader can still travel or perform light-load operations, and the loader will not be directly "paralyzed". In addition, the utility model can directly start the engine 1 through the motor, and the engine 1 does not need to be equipped with a dedicated starting motor, which is beneficial to the simplification of the structure of the engine 1.

[0059] In combination with the characteristics of high motor speed, wide high-efficiency range and forward and reverse drive, the speed change mechanism is reduced from the 8 forward and reverse transmission gears of the gearbox of the traditional fuel loader to 2 gears that are more suitable for electric drive, that is, only the low-speed gear that requires large torque drive and the high-speed gear that requires high-speed output are retained; at the same time, combined with the mature and feature-rich hydraulic system of the loader product, the shift execution structure is designed as a hydraulic shift mechanism, and a wet multi-plate clutch is used for shifting. This can avoid the need for independent shift motors, controllers, actuators and other component systems and the corresponding actions require complex control logic such as complex speed regulation, torque regulation, and judgment. At the same time, the damping characteristics of the wet multi-plate clutch hydraulic drive control can be used to achieve flexible transmission during the shifting process, reduce the mechanical impact and wear on the shaft and gear pair during power transmission, and thus improve the mechanical life and durability of the gearbox. In addition, by using a wet multi-plate clutch for shifting, the friction gap between the clutch main and dynamic plates and the change in propulsion speed during the shifting process can be controlled to achieve a semi-clutch state during the power shifting process, thereby solving the problem of power interruption during the shifting process of conventional electric loaders using an AMT electric mechanical shifting transmission. This allows the loader to shift gears without interruption, reducing the risk of power loss during the shifting process.

[0060] Moreover, the transmission travel output adopts a two-speed shift, which can reduce the frequency of gear shifting when the loader is traveling. Combined with a wet multi-plate clutch as a gear shift actuator, automatic gear shifting during the travel process can be achieved, avoiding the traditional fuel loader's multiple gears and the need to stop for manual switching between high and low gears. This can reduce the operating difficulty and fatigue of the loader driver, and improve the driving comfort and travel smoothness of the loader through automatic gear shifting and low-frequency gear shifting requirements.

[0061] In addition, by using two electric motors as prime movers, according to the actual application of different power hybrid modes and loader demand conditions, the two electric motors can be used as both drive motors and generators. Compared with the conventional series hybrid loader that needs to be equipped with three sets of motors and electronic controls, including drive motor, working hydraulic oil pump motor, generator, etc., the need for one set of motors and electronic controls can be effectively reduced, solving the problem of tight layout space for conventional hybrid loaders while reducing the cost and failure points of the entire machine.

[0062] In addition, the utility model adopts a special gearbox to couple the power of the engine 1 and the motor, which can form different power hybrid modes to meet the requirements of different working conditions. By reasonably distributing the power output of different prime movers through power coupling, the prime movers can output at the optimal efficiency and energy while ensuring the output performance of the whole machine. While improving the output efficiency of each power component, the maximum power demand for each component can be reduced. That is, engines 1 and motors with lower power levels can be used to meet the power demand of the whole machine through power coupling, thereby reducing the volume, weight and cost of each power component. By adopting a special gearbox, oil-electric hybrid drive can be realized. Through the corresponding power hybrid mode, the engine 1 can be controlled to work in the best efficient range, improving the working efficiency of the engine 1 and reducing energy consumption. Compared with traditional fuel loaders, energy consumption is reduced; compared with conventional series hybrid loaders where the engine 1 can only work at one or two high-efficiency working points, the engine 1 can be made to work in the full efficient range according to the actual working condition requirements, improving the utilization rate of the high-efficiency area of the engine 1. Also, through different power hybrid modes, direct drive of the engine 1 can be realized to avoid multiple rounds of energy conversion, improving the efficiency of the whole machine; compared with pure electric loaders, the problem of range anxiety and dependence on charging facilities can be solved, and at the same time, the power distribution capacity demand for the energy storage system can be greatly reduced, reducing costs.

[0063] The above are only the preferred specific embodiments of the utility model, but the protection scope of the utility model is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the utility model should be covered by the protection scope of the utility model.

Claims

1. A gearbox, characterized in that: It includes a housing, and a first transmission mechanism, a second transmission mechanism, a third transmission mechanism, a first clutch and a second clutch arranged in the housing; the input end of the first transmission mechanism is used to connect to the engine; the output end of the first transmission mechanism is connected to the first input end of the second transmission mechanism via the first clutch, the second input end of the second transmission mechanism is used to connect to the first motor, and the output end of the second transmission mechanism is used to connect to the oil pump assembly; the output end of the first transmission mechanism is also connected to the first input end of the third transmission mechanism via the second clutch, the second input end of the third transmission mechanism is used to connect to the second motor, and the output end of the third transmission mechanism is used to connect to the drive axle.

2. The gearbox according to claim 1, characterized in that: It also includes a third clutch, the output end of the third transmission mechanism is connected to the third clutch, and the third clutch is used to connect the drive axle.

3. The gearbox according to claim 2, characterized in that: It also includes a speed change mechanism and a fourth transmission mechanism, wherein the input end of the speed change mechanism is connected to the output end of the third transmission mechanism, the output end of the speed change mechanism is connected to the input end of the fourth transmission mechanism via the third clutch, and the output end of the fourth transmission mechanism is used to connect the drive axle.

4. The gearbox according to claim 3, characterized in that: The first transmission mechanism includes a first transmission shaft, a second transmission shaft, a fourth transmission shaft, a first gear, a second gear and a fifth gear; the second transmission mechanism includes a third transmission shaft, a third gear and a fourth gear; the third transmission mechanism includes a fifth transmission shaft, a sixth gear and a seventh gear; the fourth transmission mechanism includes a sixth transmission shaft; the speed change mechanism includes an eighth gear, a ninth gear, a tenth gear and an eleventh gear; The first transmission shaft, the second transmission shaft, the third transmission shaft, the fourth transmission shaft, the fifth transmission shaft and the sixth transmission shaft are all rotatably connected in the box body, one end of the first transmission shaft extends out of the box body for connecting to the engine, one end of the third transmission shaft extends out of the box body for connecting to the first motor, the other end of the third transmission shaft extends out of the box body for connecting to the oil pump assembly, one end of the fifth transmission shaft extends out of the box body for connecting to the second motor, and both ends of the sixth transmission shaft extend out of the box body for connecting to the drive axle; The first gear is connected to the first transmission shaft and rotates synchronously, the second gear is connected to the second transmission shaft and rotates synchronously, and the second gear is meshed with the first gear; the third gear is sleeved on the second transmission shaft, the main plate of the first clutch is connected to the third gear and rotates synchronously, and the driven plate of the first clutch is connected to the second gear and rotates synchronously; the fourth gear is connected to the third transmission shaft and rotates synchronously, and the fourth gear is meshed with the third gear; The fifth gear is connected to the fourth transmission shaft and rotates synchronously, and the fifth gear is meshed with the first gear; the sixth gear is sleeved on the fourth transmission shaft, the main plate of the second clutch is connected to the sixth gear and rotates synchronously, and the driven plate of the second clutch is connected to the fifth gear and rotates synchronously; the seventh gear, the eighth gear and the ninth gear are all connected to the fifth transmission shaft and rotate synchronously, and the seventh gear is meshed with the sixth gear; the third clutch is a two-way clutch, the main plate of the third clutch is connected to the sixth transmission shaft and rotates synchronously, the tenth gear and the eleventh gear are both sleeved on the sixth transmission shaft, the tenth gear is meshed with the ninth gear, and the tenth gear is connected to the first driven plate of the third clutch and rotates synchronously, the eleventh gear is meshed with the eighth gear, and the eleventh gear is connected to the second driven plate of the third clutch and rotates synchronously; the speed ratio of the tenth gear to the ninth gear is not equal to the speed ratio of the eleventh gear to the eighth gear.

5. The gearbox according to claim 4, characterized in that: The first clutch, the second clutch and the third clutch are all wet clutches.

6. The gearbox according to claim 4, characterized in that: The first transmission shaft, the second transmission shaft, the third transmission shaft, the fourth transmission shaft, the fifth transmission shaft and the sixth transmission shaft are parallel to each other; the third transmission shaft is located above the first transmission shaft, and the sixth transmission shaft is located below the first transmission shaft.

7. A loader driving system, characterized in that: It includes an engine, a first motor, a second motor, an oil pump assembly, a drive axle, an energy storage system, a vehicle controller, a motor controller and a gearbox as described in any one of claims 1 to 6, wherein the engine, the first motor, the second motor, the oil pump assembly and the drive axle are all transmission-connected to the gearbox; the motor controller is electrically connected to the energy storage system, the first motor and the second motor; and the vehicle controller is communicatively connected to the engine, the energy storage system and the motor controller.

8. The loader driving system according to claim 7, characterized in that: The engine is connected to the gearbox through a shock absorber or a coupling.

9. The loader driving system according to claim 7, characterized in that: The drive axle comprises a front drive axle and a rear drive axle, and both the front drive axle and the rear drive axle are connected to a gearbox.

10. The loader driving system according to claim 7, characterized in that: The loader drive system also includes a working hydraulic system, a steering hydraulic system and a priority valve; the oil pump assembly includes a first oil pump and a second oil pump, the output end of the second transmission mechanism is transmission-connected to one end of the rotating shaft of the first oil pump, and the other end of the first oil pump is transmission-connected to the rotating shaft of the second oil pump; the first oil pump is connected to the working hydraulic system, and the second oil pump is connected to the working hydraulic system and the steering hydraulic system via a priority valve.

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