Hybrid transmission case of engineering vehicle

Abstract

A hybrid transmission case of an engineering vehicle comprises a mechanical input shaft which is connected with a transmission and a working oil pump of a hydraulic operating system, and is characterized by further comprising a plug-in driving motor, an electric drive input shaft which is connected with the output end of the plug-in driving motor and a gear shifting speed reducing mechanism, and the electric drive input shaft is connected with the mechanical input shaft through the gear shifting speed reducing mechanism. And the plug-in driving motor is in transmission connection with the mechanical input shaft or is disconnected from the mechanical input shaft along with gear shifting of the gear shifting speed reducing mechanism. Switching between motor transmission and transmission transmission is achieved, operation requirements of different application scenes are met, transmission or disconnection of the plug-in drive motor is formed through the gear shifting speed reduction mechanism, reliable switching of power is achieved, reliability and safety of power take-off transmission are improved, output torque of the plug-in drive motor is effectively decelerated and increased, and the power take-off speed is increased. The hydraulic operation system can well adapt to the torque requirement under the operation working condition, and the application scene of motor driving is increased.

Description

Technical Field

[0001] This utility model relates to a hybrid transmission box for engineering vehicles, belonging to the field of engineering vehicle drive technology. Background Art

[0002] With the continuous development of the automotive industry, some engineering vehicles have functions such as lifting, pumping, and tipping. The realization of these functions requires power to be provided to their hydraulic operating systems. The power acquisition method is generally to directly draw power from the vehicle's power supply. This requires adding a power take-off (PTO) device to the vehicle chassis's transmission to transmit power to the hydraulic operating system. This PTO device can be connected or disconnected as needed. If the PTO device only draws power from the transmission, it will lead to an increase in the vehicle's fuel consumption and exhaust emissions. In order to meet the requirements of energy conservation and environmental protection, the drive motor and transmission are connected to the PTO device separately to form a hybrid transmission for the hydraulic operating system, so as to reduce operating costs and reduce engine emissions. However, the hybrid transmission PTO has the disadvantage of small torque transmission of the motor, which cannot well adapt to the torque requirements under working conditions. Moreover, the switching structure between the motor drive and the transmission is complex, and there is a risk of failure to switch properly, resulting in PTO failure. Utility Model Content

[0003] The hybrid transmission box for engineering vehicles provided by this utility model enables switching between motor drive and gearbox drive to meet the operational needs of different application scenarios. The shift reduction mechanism enables the transmission or disconnection of the plug-in drive motor, achieving reliable power switching, improving the reliability and safety of the power take-off transmission, and effectively reducing and increasing the output torque of the plug-in drive motor. This allows the hydraulic operating system to adapt well to the torque requirements under operating conditions and expands the application scenarios of motor drive.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0005] A hybrid transmission for engineering vehicles, including a mechanical input shaft connecting a transmission and a hydraulic pump of a hydraulic operating system, is characterized in that it further includes a plug-in drive motor, an electric drive input shaft connected to the output end of the plug-in drive motor, and a gear shifting and reduction mechanism. The electric drive input shaft is connected to the mechanical input shaft through the gear shifting and reduction mechanism. The plug-in drive motor forms a transmission connection with the mechanical input shaft or disconnects from the transmission connection with the mechanical input shaft as the gear shifting and reduction mechanism switches gears.

[0006] Preferably, the gear shifting and deceleration mechanism includes an input gear coaxially fixed on the electric drive input shaft, a sliding sleeve sleeved on and slidably engaged with the input gear, a shift gear rotatably mounted on the electric drive input shaft and corresponding to the sliding sleeve, and a reduction gear set connecting the shift gear and the mechanical input shaft. The sliding sleeve slides on the input gear and engages or disengages with the shift gear. The plug-in drive motor forms a transmission connection with the mechanical input shaft when the sliding sleeve engages with the shift gear, or disconnects from the mechanical input shaft when the sliding sleeve disengages from the shift gear.

[0007] Preferably, the reduction gear set includes a first-stage driving gear fixed coaxially with the shift gear, a first-stage driven gear meshing with the first-stage driving gear, a second-stage driving gear fixed coaxially with the first-stage driven gear, and a second-stage driven gear meshing with the second-stage driving gear, wherein the second-stage driven gear is coaxially fixed on the mechanical input shaft.

[0008] Preferably, a support bearing is mounted on the electric drive input shaft, and a hollow sleeve shaft is mounted on the support bearing. The shift gear and the first-stage drive gear are coaxially fixed on the hollow sleeve shaft.

[0009] Preferably, the mechanical input shaft, electric drive input shaft, and gear shifting and reduction mechanism are all integrated in the housing for mounting the transmission, and the plug-in drive motor is mounted on the housing for mounting the transmission.

[0010] The beneficial effects of this utility model are:

[0011] This utility model discloses a hybrid transmission box for engineering vehicles. A mechanical input shaft connects the transmission and the hydraulic pump, while an electric drive input shaft connects to a plug-in drive motor. The electric drive motor and transmission are connected to the mechanical input shaft via a shift reduction mechanism. Both the plug-in drive motor and the transmission can power the hydraulic pump of the hydraulic system, driving its operation. The shift reduction mechanism connects or disconnects the transmission between the plug-in drive motor and the mechanical input shaft, thus switching between motor and transmission power. When a plug-in power source is available, the transmission is in neutral and does not power the hydraulic pump. The shift reduction mechanism connects the plug-in drive motor to the mechanical input shaft, and the plug-in drive motor powers the hydraulic pump, driving the hydraulic system, thus saving energy and reducing emissions. In complex conditions without a plug-in power source or with high power requirements, the shift reduction mechanism disconnects the plug-in drive motor from the mechanical input shaft, and the transmission powers the hydraulic pump, driving the hydraulic system. This meets the operational needs of different application scenarios. The shift reduction mechanism enables reliable power switching by connecting or disconnecting the plug-in drive motor, improving the reliability and safety of the power take-off transmission.

[0012] Effectively reducing and increasing the output torque of the plug-in drive motor enables the hydraulic operating system to better adapt to the torque requirements under operating conditions, improves the reliability of the motor drive, and expands the application scenarios of the plug-in drive motor. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the transmission principle of the hybrid transmission box of the engineering vehicle in a specific implementation. Detailed Implementation

[0014] The following is combined Figure 1 The embodiments of this utility model will be described in detail below.

[0015] A hybrid transmission for an engineering vehicle includes a mechanical input shaft 3 connecting a transmission 1 and a hydraulic pump 2 of a hydraulic operating system. The transmission is characterized by further including an electric drive motor 4, an electric drive input shaft 5 connected to the output end of the electric drive motor 4, and a gear shifting and reduction mechanism 6. The electric drive input shaft 5 is connected to the mechanical input shaft 3 via the gear shifting and reduction mechanism 6. The electric drive motor 4 forms a transmission connection with the mechanical input shaft 3 or disconnects from the transmission connection with the mechanical input shaft 3 as the gear shifting and reduction mechanism 6 switches gears.

[0016] The hybrid transmission of the engineering vehicle described above has a mechanical input shaft 3 connecting the transmission 1 and the hydraulic pump 2, and an electric drive input shaft 5 connecting the plug-in drive motor 4. The electric drive motor 4 and the transmission 1 are connected to the mechanical input shaft 3 via a shift reduction mechanism 6. Both the plug-in drive motor 4 and the transmission 1 can drive the hydraulic pump 2 of the hydraulic system, thus driving the hydraulic system. The shift reduction mechanism 6 connects or disconnects the transmission between the plug-in drive motor 4 and the mechanical input shaft 3, thereby switching between motor drive and transmission drive. When a plug-in power supply is available, the transmission 1 shifts to neutral and does not drive the hydraulic pump 2. The shifting and reduction mechanism 6 connects the plug-in drive motor 4 to the mechanical input shaft 3. The plug-in drive motor 4 drives the working oil pump 2 to operate the hydraulic system, saving energy and reducing emissions. In complex working conditions where there is no power supply or high power requirements, the shifting and reduction mechanism 6 disconnects the transmission connection between the plug-in drive motor 4 and the mechanical input shaft 3, and uses the gearbox 1 to drive the working oil pump to operate the hydraulic system. This meets the operational needs of different application scenarios. The shifting and reduction mechanism 6 forms the transmission or disconnection of the plug-in drive motor, realizing reliable power switching and improving the reliability and safety of the power take-off transmission.

[0017] The gear shifting and deceleration mechanism 6 includes an input gear 61 coaxially fixed on the electric drive input shaft 5, a sliding sleeve 62 sleeved on the input gear 61 and slidingly engaged with it, a shift gear 63 rotatably mounted on the electric drive input shaft 5 and corresponding to the sliding sleeve 62, and a reduction gear set 7 connecting the shift gear 63 and the mechanical input shaft 3. The sliding sleeve 62 slides on the input gear 61 and engages or disengages with the shift gear 63. The plug-in drive motor 4 forms a transmission connection with the mechanical input shaft 3 when the sliding sleeve 62 engages with the shift gear 63, or disconnects from the mechanical input shaft 3 when the sliding sleeve 62 disengages from the shift gear 63. The sliding sleeve 62 is fitted onto the input gear 61 and can rotate synchronously with the input gear 61. It can also slide axially on the input gear 61 to engage or disengage with the shift gear 63, as shown in the attached diagram. When the sliding sleeve 62 slides to the left to engage with the shift gear 63, it drives the shift gear 63 to rotate synchronously with the input gear 61, transmitting the power of the plug-in drive motor 4 to the shift gear 63. When the sliding sleeve 62 slides to the right to disengage from the shift gear 63, the shift gear 63 will not rotate with the input gear 61, and the power of the plug-in drive motor 4 cannot be transmitted to the shift gear 63. When the shift gear 63 rotates synchronously with the input gear 61, it drives the reduction gear set 7. The reduction gear set 7 reduces and increases the torque of the power before transmitting it to the mechanical input shaft 3, which then drives the working oil pump 2 to operate the hydraulic system. At this time, the transmission 1 needs to be switched to neutral to ensure that the rotation of the mechanical input shaft 3 does not cause reverse drag on the transmission 1.

[0018] The reduction gear set 7 includes a primary driving gear 71 coaxially fixed to the shift gear 63, a primary driven gear 72 meshing with the primary driving gear 71, a secondary driving gear 73 coaxially fixed to the primary driven gear 72, and a secondary driven gear 74 meshing with the secondary driving gear 73. The secondary driven gear 74 is coaxially fixed to the mechanical input shaft 3. The reduction gear set 7 has two-stage reduction, effectively reducing and increasing the output torque of the plug-in drive motor 4, enabling the hydraulic operating system to adapt well to the torque requirements under operating conditions, improving the reliability of the motor drive, and expanding the application scenarios of the plug-in drive motor.

[0019] The electric drive input shaft 5 is equipped with a support bearing 8, and a hollow shaft 9 is mounted on the support bearing 8. The shift gear 63 and the first-stage drive gear 71 are coaxially fixed on the hollow shaft 9. The shift gear 63 and the first-stage drive gear 71 are assembled on the hollow shaft 9, forming a rotatable fit with the electric drive input shaft 5. The structure is simple and easy to assemble.

[0020] The mechanical input shaft 3, electric drive input shaft 5, and shift reduction mechanism 6 are all integrated into the housing that houses the transmission 1, while the plug-in drive motor 4 is mounted on the housing that houses the transmission 1. In essence, by integrating the mechanical input shaft 3, electric drive input shaft 5, and shift reduction mechanism 6 into the transmission, and mounting the plug-in drive motor 4 on the transmission, the hybrid transmission box of the engineering vehicle described above is integrated with the vehicle's transmission, improving integration, reducing space occupancy, and facilitating the layout of the vehicle chassis.

[0021] The technical solutions of the embodiments of this utility model have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

Claims

1. A hybrid transmission for an engineering vehicle, comprising a mechanical input shaft connecting the transmission and the hydraulic pump of the hydraulic operating system, characterized in that: It also includes a plug-in drive motor, an electric drive input shaft connected to the output end of the plug-in drive motor, and a shift reduction mechanism. The electric drive input shaft is connected to the mechanical input shaft through the shift reduction mechanism. The plug-in drive motor forms a transmission connection with the mechanical input shaft or disconnects the transmission connection with the mechanical input shaft as the shift reduction mechanism switches gears.

2. The hybrid transmission box for engineering vehicles according to claim 1, characterized in that: The gear shifting and deceleration mechanism includes an input gear coaxially fixed on the electric drive input shaft, a sliding sleeve sleeved on the input gear and slidably engaged with it, a shift gear rotatably mounted on the electric drive input shaft and corresponding to the sliding sleeve, and a reduction gear set connecting the shift gear and the mechanical input shaft. The sliding sleeve slides on the input gear and engages or disengages with the shift gear. The plug-in drive motor forms a transmission connection with the mechanical input shaft when the sliding sleeve engages with the shift gear, or disconnects from the mechanical input shaft when the sliding sleeve disengages from the shift gear.

3. The hybrid transmission box for engineering vehicles according to claim 2, characterized in that: The reduction gear set includes a first-stage driving gear fixed coaxially with the shift gear, a first-stage driven gear meshing with the first-stage driving gear, a second-stage driving gear fixed coaxially with the first-stage driven gear, and a second-stage driven gear meshing with the second-stage driving gear. The second-stage driven gear is coaxially fixed on the mechanical input shaft.

4. The hybrid transmission box for engineering vehicles according to claim 3, characterized in that: A support bearing is mounted on the electric drive input shaft, and a hollow sleeve shaft is mounted on the support bearing. The shift gear and the first-stage drive gear are coaxially fixed on the hollow sleeve shaft.

5. The hybrid transmission box for engineering vehicles according to claim 1, characterized in that: The mechanical input shaft, electric drive input shaft, and gear shifting and reduction mechanism are all integrated in the gearbox housing, and the plug-in drive motor is mounted on the gearbox housing.

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