Gearbox power assembly and engineering machinery

Abstract

The utility model belongs to the technical field of engineering machinery, and discloses a gearbox power assembly and engineering machinery. The gearbox power assembly comprises a first motor, a second motor, a first reduction gear set, a second reduction gear set and a third reduction gear set, and the first motor is in driving connection with the first input shaft; the second motor is in driving connection with the second input shaft; the first input shaft is fixedly sleeved with the first gear, and the first intermediate shaft is fixedly sleeved with the second gear. The first intermediate shaft is fixedly sleeved with the third gear, and the second intermediate shaft is fixedly sleeved with the fourth gear. The fifth gear is arranged on the second intermediate shaft through a clutch, the second input shaft is fixedly sleeved with the sixth gear, the output shaft is fixedly sleeved with the seventh gear, and the fifth gear and the sixth gear are both meshed with the seventh gear. The whole structure is simple, operation is easy and convenient, power can be flexibly distributed according to different working conditions of engineering machinery, and more efficient power transmission and more accurate torque control are achieved.

Description

Technical Field

[0001] This utility model relates to the field of engineering machinery technology, and in particular to a gearbox powertrain and engineering machinery. Background Technology

[0002] Loaders, as key earthmoving machinery widely used in various engineering construction, mining, and port terminals, undertake important tasks such as shoveling, loading, transporting, and unloading materials. Their operating environments are complex and diverse, with extremely harsh working conditions, placing high demands on the loader's power performance and transmission system. In actual operation, loaders face a variety of scenarios, from material handling in infrastructure construction to ore loading and unloading in mining, with significantly different speed and torque requirements depending on the specific conditions. For example, when shoveling materials, loaders need strong torque output to overcome material resistance and achieve efficient shoveling; while for long-distance material transport, loaders need to achieve higher travel speeds to improve operational efficiency. This means that the loader's transmission system must have a wide range of speed and torque adjustment to adapt to various operating conditions. With the development of electrification in construction machinery, electric loaders have emerged and are gradually becoming an important trend in the industry. Electric loaders are driven by electric motors, offering significant advantages such as zero emissions, low noise, and fast response speed, effectively meeting the dual requirements of environmental protection and high-efficiency operation. To better meet the varying speed and torque requirements of loaders during operation, multi-motor controlled gearboxes have become increasingly sophisticated in the loader industry. Currently, dual-motor solutions account for the majority of electric loader power systems in the electric loader market, suitable for medium and heavy-duty conditions.

[0003] Among related technologies, some adopt a dual-motor + multi-speed AMT structure. This structure requires the integration of planetary gear sets, clutches, and other components, resulting in high mechanical complexity and an increase in potential failure points. Others adopt a dual-motor direct-drive structure, which has torque limitations and is only suitable for light-load scenarios. Utility Model Content

[0004] The purpose of this utility model is to provide a gearbox powertrain and engineering machinery. The overall structure is simple and easy to operate. It can flexibly distribute power according to different working conditions of engineering machinery, so as to achieve more efficient power transmission and more precise torque control.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] The transmission powertrain includes:

[0007] A first motor is driven and connected to a first input shaft;

[0008] The second motor is driven by the second input shaft;

[0009] The first reduction gear set includes a first gear and a second gear that mesh with each other. The first gear is fixedly sleeved on the first input shaft, and the second gear is fixedly sleeved on the first intermediate shaft.

[0010] The second reduction gear set includes a third gear and a fourth gear that mesh with each other. The third gear is fixedly sleeved on the first intermediate shaft, and the fourth gear is fixedly sleeved on the second intermediate shaft.

[0011] The third reduction gear set includes a fifth gear, a sixth gear, and a seventh gear. The fifth gear is mounted on the second intermediate shaft via a clutch. The sixth gear is fixedly mounted on the second input shaft. The seventh gear is fixedly mounted on the output shaft. Both the fifth gear and the sixth gear mesh with the seventh gear.

[0012] As a preferred technical solution for the transmission powertrain, the first input shaft, the first intermediate shaft, the second intermediate shaft, the output shaft, and the second input shaft are arranged in parallel.

[0013] As a preferred technical solution for the transmission powertrain, the first input shaft and the second input shaft are distributed on both sides of the output shaft.

[0014] As a preferred technical solution for the transmission powertrain, the first intermediate shaft and the second intermediate shaft are distributed between the first input shaft and the output shaft.

[0015] As a preferred technical solution for the transmission powertrain, both the first gear and the second gear are helical gears.

[0016] As a preferred technical solution for the transmission powertrain, both the third gear and the fourth gear are helical gears.

[0017] As a preferred technical solution for the transmission powertrain, it also includes a disengagement mechanism, which is used to engage or disengage the output shaft from the front axle.

[0018] As a preferred technical solution for the transmission powertrain, the disengagement mechanism includes an eighth gear, a ninth gear, and a sliding sleeve. The eighth gear is disposed on the output shaft, the ninth gear is disposed on the front axle, and the sliding sleeve is used to engage or disengage the eighth gear and the ninth gear.

[0019] Construction machinery, including the gearbox powertrain described in any of the above options.

[0020] As a preferred technical solution for construction machinery, the construction machinery is a loader.

[0021] The beneficial effects of this utility model are:

[0022] The gearbox powertrain provided by this utility model consists of two motors and three sets of reduction gears, with gear switching achieved by a clutch. The overall structure is simple and easy to operate. It can flexibly distribute power according to different working conditions of construction machinery, achieving more efficient power transmission and more precise torque control. At the same time, it can ensure that construction machinery maintains good performance under both low-speed, high-torque and high-speed, low-torque conditions. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the transmission powertrain provided in this embodiment of the utility model.

[0024] In the picture:

[0025] 10. First motor; 11. First input shaft; 20. Second motor; 21. Second input shaft; 31. First gear; 32. Second gear; 40. First intermediate shaft; 51. Third gear; 52. Fourth gear; 60. Second intermediate shaft; 71. Fifth gear; 72. Sixth gear; 73. Seventh gear; 80. Clutch; 90. Output shaft; 101. Eighth gear; 102. Ninth gear; 103. Sliding sleeve; 200. Front axle. Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0027] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0028] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0029] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0030] like Figure 1 As shown, this utility model provides a gearbox powertrain, including a first motor 10, a second motor 20, a first reduction gear set, a second reduction gear set, and a third reduction gear set. The first motor 10 is driven to a first input shaft 11; the second motor 20 is driven to a second input shaft 21; the first reduction gear set includes a meshing first gear 31 and a second gear 32, the first gear 31 being fixedly mounted on the first input shaft 11, and the second gear 32 being fixedly mounted on a first intermediate shaft 40; the second reduction gear set includes a meshing third gear 51 and a fourth gear 52, the third gear 51 being fixedly mounted on the first intermediate shaft 40, and the fourth gear 52 being fixedly mounted on the second intermediate shaft 60; the third reduction gear set includes a fifth gear 71, a sixth gear 72, and a seventh gear 73, the fifth gear 71 being mounted on the second intermediate shaft 60 via a clutch 80, the sixth gear 72 being fixedly mounted on the second input shaft 21, and the seventh gear 73 being fixedly mounted on the output shaft 90, with both the fifth gear 71 and the sixth gear 72 meshing with the seventh gear 73.

[0031] When clutch 80 engages the fifth gear 71 with the second intermediate shaft 60, the powertrain shifts to first gear. The speed output by the first motor 10 is transmitted to the output shaft 90 after a first-stage reduction via the first gear 31 and the second gear 32, a second-stage reduction via the third gear 51 and the fourth gear 52, and a third-stage reduction via the fifth gear 71 and the seventh gear 73. The speed output by the second motor 20 is transmitted to the output shaft 90 after a first-stage reduction via the sixth gear 72 and the seventh gear 73. The torques of the first motor 10 and the second motor 20 are superimposed in the same direction on the output shaft 90. The final torque output by the output shaft 90 is the algebraic sum of the torques of the two motors, i.e., Ttotal = Tmotor1*i1 + Tmotor2*i2, where i1 is the product of the gear ratio of the first gear 31 to the second gear 32, the gear ratio of the third gear 51 to the fourth gear 52, and the gear ratio of the fifth gear 71 to the seventh gear 73, and i2 is the gear ratio of the sixth gear 72 to the seventh gear 73. At this time, the output shaft 90 has low speed and high torque.

[0032] When clutch 80 disengages the fifth gear 71 from the second intermediate shaft 60, the first motor 10 idles. The speed of the second motor 20 is reduced by the sixth gear 72 and the seventh gear 73 before being transmitted to the output shaft 90. The final torque output by the output shaft 90 is the torque transmitted to the output shaft 90 by the second motor 20, i.e., T_total = T_motor2 * i2, where i2 is the gear ratio of the sixth gear 72 to the seventh gear 73. At this time, the output shaft 90 has high speed and low torque.

[0033] When construction machinery is in operation, it requires a large amount of torque to overcome inertial forces and resistance generated during operation. In this case, the powertrain demands low speed and high torque. When construction machinery needs to move quickly, such as from one work location to another, the powertrain demands high speed and low torque. The powertrain provided by this invention uses a three-stage reduction gear in first gear and a single-stage reduction gear in second gear. In first gear, power is output from two motors, and after passing through their respective transmission paths, the power is combined on the output shaft 90 to achieve torque superposition, thereby increasing torque and providing greater traction for the construction machinery, enabling it to efficiently complete various heavy-duty operations. In second gear, the first motor 10 idles, while the second motor 20 outputs high speed and low torque after a single-stage reduction, meeting the requirements for rapid movement of the construction machinery.

[0034] The gearbox powertrain provided by this utility model consists of two motors and three sets of reduction gears, with gear switching achieved by clutch 80. The overall structure is simple and easy to operate. It can flexibly distribute power according to different working conditions of construction machinery, achieving more efficient power transmission and more precise torque control. At the same time, it can ensure that construction machinery maintains good performance under both low-speed, high-torque and high-speed, low-torque conditions.

[0035] In this embodiment, the first input shaft 11, the first intermediate shaft 40, the second intermediate shaft 60, the output shaft 90, and the second input shaft 21 are arranged in parallel, further simplifying the overall structure. Furthermore, the first input shaft 11 and the second input shaft 21 are distributed on both sides of the output shaft 90. Even further, the first intermediate shaft 40 and the second intermediate shaft 60 are distributed between the first input shaft 11 and the output shaft 90. Through the above arrangement, the structural distribution is made more reasonable.

[0036] In this embodiment, both the first gear 31 and the second gear 32 are helical gears. The third gear 51 and the fourth gear 52 are also helical gears. Helical gear meshing offers advantages such as compact structure, smooth transmission, and low noise. In other embodiments, the first gear 31 and the second gear 32 can also be spur gears, and the third gear 51 and the fourth gear 52 can also be spur gears.

[0037] The transmission powertrain provided by this utility model also includes a disengagement mechanism, which is used to engage or disengage the output shaft 90 from the front axle 200, thereby enabling the construction machinery to switch between two-wheel drive and four-wheel drive modes. When the disengagement mechanism disengages the output shaft 90 from the front axle 200, the output shaft 90 only outputs power to the rear axle, and the construction machinery is in two-wheel drive mode. When the disengagement mechanism engages the output shaft 90 with the front axle 200, the output shaft 90 outputs power to both the front axle 200 and the rear axle, and the construction machinery is in four-wheel drive mode.

[0038] When construction machinery is traveling on good roads or under light load, it can switch to two-wheel drive to reduce unnecessary power loss and tire wear. When the machinery is operating on complex roads or under heavy load, it can switch to four-wheel drive to obtain greater traction and better passability. In certain special circumstances, such as when the front axle 200 fails or is overloaded, the disengagement mechanism can separate the front axle 200 from the transmission powertrain, preventing the fault from escalating and protecting the transmission powertrain from damage. At the same time, the machinery can continue to travel using the rear axle, improving its reliability and emergency response capabilities.

[0039] In this embodiment, the disengagement mechanism includes an eighth gear 101, a ninth gear 102, and a sliding sleeve 103. The eighth gear 101 is disposed on the output shaft 90, and the ninth gear 102 is disposed on the front axle 200. The sliding sleeve 103 is used to engage or disengage the eighth gear 101 and the ninth gear 102. When the sliding sleeve 103 slides to the position of the ninth gear 102, the eighth gear 101 and the ninth gear 102 are disengaged, that is, the output shaft 90 is disconnected from the front axle 200; when the sliding sleeve 103 slides to the position of the eighth gear 101, the eighth gear 101 and the ninth gear 102 are engaged, that is, the output shaft 90 is engaged with the front axle 200.

[0040] This utility model also provides a piece of construction machinery, including a front axle 200, a rear axle, and the aforementioned gearbox powertrain. One end of the output shaft 90 of the gearbox powertrain is connected to the rear axle, and the other end is connected to the front axle 200 via a disengagement mechanism. By adopting the aforementioned gearbox powertrain, the structure can be simplified, and power can be flexibly distributed according to different working conditions of the construction machinery, achieving more efficient power transmission and more precise torque control. Simultaneously, it ensures that the construction machinery maintains good performance under both low-speed, high-torque and high-speed, low-torque conditions.

[0041] In this embodiment, the construction machinery is a loader. In other embodiments, the construction machinery may also be a dump truck, etc.

[0042] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A transmission powertrain, characterized in that, include: The first motor (10) is drivenly connected to the first input shaft (11); The second motor (20) is drivenly connected to the second input shaft (21); The first reduction gear set includes a first gear (31) and a second gear (32) that mesh with each other. The first gear (31) is fixedly sleeved on the first input shaft (11), and the second gear (32) is fixedly sleeved on the first intermediate shaft (40). The second reduction gear set includes a third gear (51) and a fourth gear (52) that mesh with each other. The third gear (51) is fixedly sleeved on the first intermediate shaft (40), and the fourth gear (52) is fixedly sleeved on the second intermediate shaft (60). The third reduction gear set includes a fifth gear (71), a sixth gear (72) and a seventh gear (73). The fifth gear (71) is mounted on the second intermediate shaft (60) via a clutch (80). The sixth gear (72) is fixedly mounted on the second input shaft (21). The seventh gear (73) is fixedly mounted on the output shaft (90). The fifth gear (71) and the sixth gear (72) are both meshed with the seventh gear (73).

2. The gearbox powertrain according to claim 1, characterized in that, The first input shaft (11), the first intermediate shaft (40), the second intermediate shaft (60), the output shaft (90), and the second input shaft (21) are arranged in parallel.

3. The gearbox powertrain according to claim 2, characterized in that, The first input shaft (11) and the second input shaft (21) are located on both sides of the output shaft (90).

4. The gearbox powertrain according to claim 3, characterized in that, The first intermediate shaft (40) and the second intermediate shaft (60) are distributed between the first input shaft (11) and the output shaft (90).

5. The gearbox powertrain according to claim 1, characterized in that, Both the first gear (31) and the second gear (32) are helical gears.

6. The gearbox powertrain according to claim 1, characterized in that, Both the third gear (51) and the fourth gear (52) are helical gears.

7. The transmission powertrain according to any one of claims 1-6, characterized in that, It also includes a disconnection mechanism for engaging or disengaging the output shaft (90) from the front axle (200).

8. The gearbox powertrain according to claim 7, characterized in that, The bridge disengagement mechanism includes an eighth gear (101), a ninth gear (102), and a sliding sleeve (103). The eighth gear (101) is disposed on the output shaft (90), the ninth gear (102) is disposed on the front axle (200), and the sliding sleeve (103) is used to engage or disengage the eighth gear (101) and the ninth gear (102).

9. Construction machinery, characterized in that, Includes the gearbox powertrain as described in any one of claims 1-8.

10. The engineering machinery according to claim 9, characterized in that, The construction machinery mentioned is a loader.

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