Double-input gear box

Abstract

The utility model discloses a double-input gear box which comprises a box body, an output shaft and two input shafts, the output shaft and the input shafts are arranged in the box body, the input shafts are in transmission connection through a transmission assembly, one end of each input shaft of the box body is provided with a connecting shaft, and the connecting shafts are used for being connected with an engine. A clutch mechanism is arranged between the connecting shaft and the corresponding input shaft, and the clutch mechanism enables the connecting shaft and the input shaft to be combined and synchronously rotate when the connecting shaft rotates forwards and to be separated when the connecting shaft rotates backwards. According to the double-input gearbox, jamming, damage and safety accidents are avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of gearboxes, and particularly relates to a double-input gearbox. Background Art

[0002] The existing Chinese patent document with the application number 202321603608.4 discloses a double-input and double-output gearbox reducer, which specifically discloses that a left input shaft, a right input shaft, an upper output shaft, a lower output shaft, a left transmission shaft and a right transmission shaft are arranged inside a gearbox housing. The gearbox housing is integrally formed by an output gearbox and an input gearbox. An intermediate partition is arranged between the input gearbox and the output gearbox. The lower output shaft penetrates through the front and back of the input gearbox and the output gearbox. The upper output shaft is located directly above the lower output shaft. Output gears that mesh with each other are arranged on the upper and lower output shafts. The rear ends of the two output shafts extend to the rear of the output gearbox. The left and right input shafts are located on the left and right sides of the lower output shaft. The left and right transmission shafts are located between the two input shafts and the lower output shaft. The two input shafts are in transmission connection with the two output shafts through input gears and transmission gears. The front ends of the two input shafts extend to the front of the input gearbox. It can achieve the purpose of two small-power motors cooperating to drive two large-horsepower input shafts, thereby reducing the load of a single motor, reducing energy consumption and improving economy. However, the double-input and double-output gearbox reducer has the following deficiencies: if the two motors accidentally run in opposite directions, it will cause jamming, and even the gears meshing with each other inside may break teeth due to excessive opposite driving forces, resulting in damage to the reducer and safety accidents. Summary of the Utility Model

[0003] The technical problem to be solved by the utility model is to overcome the deficiencies of the prior art and provide a double-input gearbox that can avoid jamming, damage and safety accidents.

[0004] To solve the above technical problems, the utility model adopts the following technical solutions:

[0005] A double-input gearbox includes a box body, an output shaft and two input shafts arranged inside the box body. The input shafts are in transmission connection with each other through a transmission component. A connecting shaft is arranged at one end of each input shaft of the box body. The connecting shaft is used to connect with an engine. A clutch mechanism is arranged between the connecting shaft and the corresponding input shaft. The clutch mechanism makes the connecting shaft and the input shaft combine and rotate synchronously when the connecting shaft rotates forward and separate when the connecting shaft rotates reversely.

[0006] As a further improvement of the above technical solution:

[0007] The clutch mechanism includes a plurality of clutch rollers. The connecting shaft and the input shaft are coaxially sleeved through a sleeve shaft and a sleeve hole. Each of the clutch rollers is disposed between the sleeve shaft and the sleeve hole and is arranged at intervals around the center lines of the sleeve shaft and the sleeve hole. The outer wall of the sleeve shaft or the inner wall of the sleeve hole is provided with an inclined limiting surface at a position corresponding to each clutch roller. The inclined limiting surface is provided with a blocking surface for blocking the backward movement of the clutch roller at the rear side in the reverse rotation direction of the connecting shaft. The distance between the inclined limiting surface and the inner wall of the sleeve hole or the outer wall of the sleeve shaft gradually decreases in the reverse rotation direction of the connecting shaft.

[0008] The sleeve shaft is disposed at one end of the connecting shaft, and the sleeve hole is disposed at one end of the input shaft.

[0009] The connecting shaft extends out from one side of the box body and is provided with a connecting flange.

[0010] The connecting flanges of each connecting shaft are all located on the same side of the box body, and the output shaft extends out from the other side of the box body.

[0011] A connecting bearing is provided between the connecting shaft and the input shaft.

[0012] There are two connecting bearings, which are respectively located on both sides of the clutch mechanism.

[0013] Both ends of the input shaft are respectively arranged on the front and rear side walls of the box body through mounting bearings.

[0014] The transmission assembly includes an output gear and two input gears. The output gear is disposed on the output shaft, and the two input gears are respectively disposed on two input shafts and are both meshed with the output gear.

[0015] An oil injector is provided in the box body. The other end of at least one input shaft is connected with an oil pump, and the oil pump is connected with the oil injector through an oil pipe.

[0016] Compared with the prior art, the advantages of the present utility model are as follows:

[0017] The dual-input gearbox of the present utility model is used to connect two engines to the connecting shafts at one ends of two input shafts respectively. Thus, one output shaft is driven to rotate by the two engines. Since a clutch mechanism is provided between the connecting shaft and the corresponding input shaft, the clutch mechanism enables the connecting shaft and the input shaft to be combined and rotate synchronously when the connecting shaft rotates forward, and to be separated when the connecting shaft rotates reversely. In this way, when the two engines rotate forward, the two connecting shafts are driven to rotate forward, and the two connecting shafts are combined with their respective corresponding input shafts and rotate synchronously. Then, the output shaft is driven to rotate through the transmission of the transmission component to output power. When the engine rotates reversely accidentally, the connecting shaft connected to the engine also rotates reversely. At this time, the connecting shaft is separated from the corresponding input shaft, and the power is no longer transmitted to the output shaft, that is, the power transmissions of the two engines are separated and no longer act on the output shaft together. Therefore, even if the two engines run in opposite directions, it will not cause jamming, damage or safety accidents. Brief Description of the Drawings

[0018] Figure 1 is a schematic three-dimensional structure diagram of the dual-input gearbox of the present utility model.

[0019] Figure 2 is a schematic cross-sectional structure diagram of the dual-input gearbox of the present utility model.

[0020] Figure 3 is a schematic connection structure diagram of the connecting shaft and the input shaft of the dual-input gearbox of the present utility model.

[0021] Figure 4 is Figure 3 the schematic cross-sectional structure diagram of H-H in

[0022] Figure 5 is Figure 4 the enlarged view of A in

[0023] Figure 6 is a schematic internal structure diagram of the dual-input gearbox of the present utility model.

[0024] Each label in the figure represents:

[0025] 1. Housing; 11. Fuel injector; 12. Oil pump; 13. Oil pipe; 2. Output shaft; 3. Input shaft; 31. Sleeve hole; 4. Transmission component; 41. Output gear; 42. Input gear; 5. Connecting shaft; 51. Sleeve shaft; 6. Clutch mechanism; 61. Clutch roller; 62. Tilted limiting surface; 63. Blocking surface; 7. Connecting flange; 8. Connecting bearing; 9. Mounting bearing. Detailed Embodiment

[0026] The present utility model will be further described in detail below with reference to the drawings of the specification and specific embodiments.

[0027] In the description of the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0028] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0029] In the present invention, unless otherwise clearly specified and limited, the terms "assemble", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] Figures 1 to 6 An embodiment of a dual-input gearbox of the utility model is shown. The dual-input gearbox of this embodiment includes a housing 1, and an output shaft 2 and two input shafts 3 arranged in the housing 1. The input shafts 3 are connected to each other through a transmission assembly 4. The housing 1 is provided with a connecting shaft 5 at one end of each input shaft 3. The connecting shaft 5 is used to be connected to the engine. A clutch mechanism 6 is provided between the connecting shaft 5 and the corresponding input shaft 3. The clutch mechanism 6 allows the connecting shaft 5 and the input shaft 3 to rotate synchronously when the connecting shaft 5 rotates forward, and to separate when the connecting shaft 5 rotates reversely.

[0031] The two engines are respectively connected to the connecting shafts 5 at one end of the two input shafts 3, thereby driving the output shaft 2 to rotate through the two engines. Since a clutch mechanism 6 is provided between the connecting shaft 5 and the corresponding input shaft 3, the clutch mechanism 6 enables the connecting shaft 5 and the input shaft 3 to rotate in the forward direction of the connecting shaft 5 (such as Figure 4 When the connecting shaft 5 rotates clockwise as shown in FIG. Figure 4When rotating in the counterclockwise direction as shown, they separate. In this way, when the two engines rotate forward, they drive the two connecting shafts 5 to rotate forward. The two connecting shafts 5 are combined with their respective corresponding input shafts 3 to rotate synchronously, and then drive the output shaft 2 to rotate through the transmission of the transmission assembly 4 to output power. When the engine accidentally rotates in reverse, the connecting shaft 5 connected to the engine also rotates in reverse. At this time, the connecting shaft 5 separates from the corresponding input shaft 3, and the power is no longer transmitted to the output shaft 2, that is, the power transmissions of the two engines are separated and no longer act on the output shaft 2 together. Therefore, even if the two engines operate in opposite directions, it will not cause jamming, damage, or safety accidents.

[0032] Further, as Figure 3 and Figure 4 shown, in this embodiment, the clutch mechanism 6 includes a plurality of clutch rollers 61. The connecting shaft 5 and the input shaft 3 are coaxially sleeved through a sleeve shaft 51 and a sleeve hole 31. Each clutch roller 61 is arranged between the outer wall of the sleeve shaft 51 and the inner wall of the sleeve hole 31 and is spaced around the center lines of the sleeve shaft 51 and the sleeve hole 31. The outer wall of the sleeve shaft 51 is provided with an inclined limiting surface 62 at the position corresponding to each clutch roller 61. The inclined limiting surface 62 is provided with a blocking surface 63 for blocking the backward movement of the clutch roller 61 at the rear side in the reverse rotation direction of the connecting shaft 5. The distance between the inclined limiting surface 62 and the inner wall of the sleeve hole 31 gradually decreases in the reverse rotation direction of the connecting shaft 5. When the connecting shaft 5 rotates in reverse, the blocking surface 63 blocks the clutch roller 61 to prevent the clutch roller 61 from moving backward relative to the connecting shaft 5. At this time, the clutch roller 61 rotates freely between the sleeve shaft 51 and the sleeve hole 31, and there is no mutual rotational constraint between the connecting shaft 5 and the input shaft 3, realizing separation. When the connecting shaft 5 rotates forward, the clutch roller 61 can move backward along the inclined limiting surface 62 or has a tendency to move backward along the inclined limiting surface 62, so that the clutch roller 61 is clamped between the sleeve shaft 51 and the sleeve hole 31 and cannot rotate freely, thereby realizing the synchronous rotational connection between the connecting shaft 5 and the input shaft 3. Specifically, the clutch roller 61 is located between the inclined limiting surface 62 and the inner wall of the sleeve hole 31. The distance between the front side of the inclined limiting surface 62 in the reverse rotation direction of the connecting shaft 5 and the inner wall of the sleeve hole 31 is smaller than the outer diameter of the clutch roller 61, and the distance between the rear side of the inclined limiting surface 62 in the reverse rotation direction of the connecting shaft 5 and the inner wall of the sleeve hole 31 is larger than the outer diameter of the clutch roller 61. Preferably, the central axis of the clutch roller 61 is parallel to the connecting shaft 5.

[0033] In other embodiments, the inner wall of the sleeve hole 31 is provided with inclined limiting surfaces 62 at the positions corresponding to the respective clutch rollers 61. A blocking surface 63 for blocking the backward movement of the clutch roller 61 is provided at the rear side of the inclined limiting surface 62 in the reverse rotation direction of the connecting shaft 5. The distance between the inclined limiting surface 62 and the outer wall of the sleeve shaft 51 gradually decreases in the reverse rotation direction of the connecting shaft 5. That is to say, the inclined limiting surface 62 can be provided on the inner wall of the sleeve hole 31, or can be provided on the outer wall of the sleeve shaft 51. Of course, the inclined limiting surface 62 can also be provided on both the inner wall of the sleeve hole 31 and the outer wall of the sleeve shaft 51 to form a flared opening for limiting the clutch roller 61, so that when the connecting shaft 5 rotates forward, the clutch roller 61 is locked and does not rotate, and when the connecting shaft 5 rotates in reverse, the clutch roller 61 rotates freely.

[0034] Further, in this embodiment, the sleeve shaft 51 is provided at one end of the connecting shaft 5, and the sleeve hole 31 is provided at one end of the input shaft 3. Specifically, the sleeve shaft 51 is coaxially provided at the end of the connecting shaft 5 facing the input shaft 3, and the sleeve hole 31 is coaxially provided at the end of the input shaft 3 facing the connecting shaft 5. Of course, in other embodiments, the sleeve shaft 51 can also be coaxially provided at one end of the input shaft 3, and the sleeve hole 31 can be coaxially provided at one end of the connecting shaft 5.

[0035] Further, in this embodiment, the connecting shaft 5 extends out from one side of the box body 1 and is provided with a connecting flange 7. The connecting flange 7 is wholly or partly located outside the box body 1 and is used for connecting with the engine.

[0036] Further, in this embodiment, the connecting flanges 7 of the respective connecting shafts 5 are all located on the same side of the box body 1, and the output shaft 2 extends out from the other side of the box body 1. This is convenient for the installation and maintenance of the engine, and the overall layout is reasonable.

[0037] Further, as Figure 3 shown, in this embodiment, a connecting bearing 8 is provided between the connecting shaft 5 and the input shaft 3. This improves the connection strength between the connecting shaft 5 and the input shaft 3.

[0038] Further, in this embodiment, there are two connecting bearings 8, which are respectively located on both sides of the clutch mechanism 6. This further improves the connection strength between the connecting shaft 5 and the input shaft 3.

[0039] Further, in this embodiment, both ends of the input shaft 3 are respectively arranged on the front and rear side walls of the box body 1 through mounting bearings 9.

[0040] Further, in this embodiment, the transmission assembly 4 includes an output gear 41 and two input gears 42. The output gear 41 is arranged on the output shaft 2, and the two input gears 42 are respectively arranged on the two input shafts 3 and are both meshed with the output gear 41.

[0041] Further, in this embodiment, an injection nozzle 11 is provided in the box body 1. The other end of at least one input shaft 3 is connected to an oil pump 12, and the oil pump 12 is connected to the injection nozzle 11 through an oil pipe 13. During use, the oil pump 12 is connected to a fuel tank. Driven by the input shaft 3, the oil pump 12 pumps the oil in the fuel tank to the injection nozzle 11, and then the injection nozzle 11 sprays the oil onto the transmission component 4 to lubricate the transmission component 4. Preferably, injection nozzles 11 are provided at the meshing positions of each pair of gears to improve the lubrication effect.

[0042] Although the present utility model has been disclosed above with preferred embodiments, it is not intended to limit the present utility model. Any person skilled in the art can make many possible changes and modifications to the technical solution of the present utility model, or modify it into an equivalent embodiment with equivalent changes, without departing from the scope of the technical solution of the present utility model. Therefore, any simple modification, equivalent change, and modification made to the above embodiments according to the technical essence of the present utility model without departing from the content of the technical solution of the present utility model shall fall within the scope of protection of the technical solution of the present utility model.

Claims

1. A dual input gearbox, characterized in that: The invention comprises a housing (1), an output shaft (2) and two input shafts (3) arranged in the housing (1), wherein the input shafts (3) are connected to each other through a transmission assembly (4), and the housing (1) is provided with a connecting shaft (5) at one end of each input shaft (3), wherein the connecting shaft (5) is used to be connected to an engine, and a clutch mechanism (6) is provided between the connecting shaft (5) and the corresponding input shaft (3), wherein the clutch mechanism (6) enables the connecting shaft (5) and the input shaft (3) to rotate synchronously when the connecting shaft (5) rotates forward, and to separate when the connecting shaft (5) rotates reversely.

2. The dual input gearbox according to claim 1, characterized in that: The clutch mechanism (6) comprises a plurality of clutch rollers (61); the connecting shaft (5) and the input shaft (3) are coaxially sleeved via a sleeve shaft (51) and a sleeve hole (31); each of the clutch rollers (61) is arranged between the sleeve shaft (51) and the sleeve hole (31) and is spaced around the center line of the sleeve shaft (51) and the sleeve hole (31); an outer wall of the sleeve shaft (51) or an inner wall of the sleeve hole (31) is provided with an inclined limiting surface (62) at a position corresponding to each clutch roller (61); a blocking surface (63) for blocking the clutch roller (61) from moving backward is provided on the rear side of the connecting shaft (5) in the reverse direction; and a distance between the inclined limiting surface (62) and the inner wall of the sleeve hole (31) or the outer wall of the sleeve shaft (51) gradually decreases in the reverse direction of the connecting shaft (5).

3. The dual input gearbox according to claim 2, characterized in that: The sleeve shaft (51) is arranged at one end of the connecting shaft (5), and the sleeve hole (31) is arranged at one end of the input shaft (3).

4. The dual input gearbox according to claim 1, characterized in that: The connecting shaft (5) extends from one side of the box body (1) and is provided with a connecting flange (7).

5. The dual input gearbox according to claim 4, characterized in that: The connecting flanges (7) of the connecting shafts (5) are located on the same side of the housing (1), and the output shaft (2) extends from the other side of the housing (1).

6. The dual input gearbox according to claim 1, characterized in that: A connecting bearing (8) is provided between the connecting shaft (5) and the input shaft (3).

7. The dual input gearbox according to claim 6, characterized in that: The connecting bearings (8) are provided in two pieces and are respectively located on both sides of the clutch mechanism (6).

8. The dual input gearbox according to any one of claims 1 to 7, characterized in that: The two ends of the input shaft (3) are respectively arranged on the front and rear side walls of the box body (1) through mounting bearings (9).

9. The dual input gearbox according to any one of claims 1 to 7, characterized in that: The transmission assembly (4) comprises an output gear (41) and two input gears (42); the output gear (41) is arranged on the output shaft (2); the two input gears (42) are respectively arranged on two input shafts (3) and are both meshed with the output gear (41).

10. The dual input gearbox according to any one of claims 1 to 7, characterized in that: An oil injection nozzle (11) is arranged in the box body (1), and the other end of at least one of the input shafts (3) is connected to an oil pump (12), and the oil pump (12) is connected to the oil injection nozzle (11) through an oil pipe (13).

Images