Double-motor double-gear gearbox of pure electric loader

Abstract

A double-motor double-gear gearbox of a pure electric loader comprises two motors, a coupling input assembly for dynamically coupling the two motors, a gear shifting assembly with a two-gear speed changing function, an output shaft and a brake installed on the output shaft. The transmission is characterized in that the coupling input assembly, the gear shifting assembly and the output shaft are sequentially meshed from top to bottom and distributed in a parallel shaft mode, and a three-level parallel shaft structure is formed. A three-stage parallel shaft structure is formed, the axial size of the gearbox is shortened, the structural compactness of the gearbox is improved, the space requirement for arrangement of the gearbox is lowered, flexible arrangement of the gearbox and a transfer case on the loader is facilitated, the power output requirement for speed reduction and torque increase is met, and the requirement for output torque of a motor is lowered; walking driving requirements under different working conditions are met, and the weight and cost of the gearbox are reduced.

Description

Technical Field

[0001] This utility model relates to a dual-motor, dual-speed gearbox for a pure electric loader, belonging to the field of pure electric loader drive technology. Background Technology

[0002] Electric loaders are a rapidly developing and widely used type of construction machinery. Current electric loader power systems include a travel motor and a hydraulic motor. The travel motor is connected to the gearbox, which transmits power to the drive axle via the gearbox and drive shaft. The hydraulic motor is connected to the transfer case, which drives the working pump, steering pump, etc., providing pressurized oil to the loader's working devices, steering system, and braking system. The transfer case also requires an independent lubrication system to lubricate its gears and shafts. To adapt to different road conditions and improve the loader's passability, two or more travel motors are connected to the gearbox, and multiple gears are incorporated into the gearbox to create multi-gear power output. This coaxial transmission from input to gear shift to output increases the speed ratio and torque density. However, this configuration results in a larger axial length for the gearbox, suitable for larger loaders. In smaller loaders, such multi-motor, multi-gear gearboxes cannot be flexibly arranged, and they occupy space in the transfer case, extending the oil circuit of the transfer case lubrication system and increasing costs. Utility Model Content

[0003] The pure electric loader provided by this utility model has a dual-motor dual-speed gearbox, forming a three-stage parallel shaft structure. This shortens the axial dimension of the gearbox, improves the structural compactness of the gearbox, reduces the space requirements for gearbox layout, facilitates the flexible arrangement of the gearbox and transfer case on the loader, meets the power output requirements for deceleration and torque increase, reduces the requirements for motor output torque, adapts to the walking drive requirements of different working conditions, and reduces the weight and cost of the gearbox.

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

[0005] A pure electric loader dual-motor dual-speed gearbox includes two motors, a coupling input component that couples the power of the two motors, a shift component with two-speed function, an output shaft, and a brake mounted on the output shaft. The characteristic is that the coupling input component, the shift component, and the output shaft are arranged in a parallel shaft manner from top to bottom, forming a three-stage parallel shaft structure.

[0006] Preferably, the coupling input component includes an input shaft connected to the motor and a constant meshing shaft that meshes with the two input shafts respectively. The constant meshing shaft is arranged in parallel between the two input shafts, and the shifting component is arranged in parallel below the constant meshing shaft.

[0007] Preferably, the constant mesh drive gear is coaxially fixed on the constant mesh shaft. The shift assembly includes a shift shaft parallel to the lower part of the constant mesh shaft, a constant mesh driven gear coaxially fixed on the shift shaft and meshing with the constant mesh drive gear, a shift gear coaxially fixed on the shift shaft, a shift sleeve slidably mounted on the shift gear along the axial direction, a first-gear drive gear rotatably mounted on the shift shaft, and a second-gear drive gear rotatably mounted on the shift shaft. The shift gear is located between the first-gear drive gear and the second-gear drive gear. The shift sleeve moves to the right to engage with the first-gear drive gear and moves to the left to engage with the second-gear drive gear. The first-gear drive gear and the second-gear drive gear respectively mesh with the output shaft.

[0008] Preferably, the output shaft is arranged parallel to the bottom of the shift shaft, and a first-gear driven gear and a second-gear driven gear are coaxially fixed on the output shaft. The first-gear driven gear meshes with the first-gear driving gear, and the second-gear driven gear meshes with the second-gear driving gear.

[0009] Preferably, the brake is mounted at the rear end of the output shaft.

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

[0011] This utility model discloses a dual-motor, dual-speed transmission for a pure electric loader. The coupling input component, shifting component, and output shaft are arranged in a parallel shaft configuration from top to bottom, forming a three-stage parallel shaft structure. This parallel shaft configuration shortens the axial dimension of the transmission, fully utilizes the radial space of the transmission, improves the structural compactness of the transmission, reduces the space requirements for transmission placement, and facilitates flexible arrangement of the transmission and transfer case on the loader. The three-stage parallel shaft structure forms multiple meshing transmissions from top to bottom, increasing the speed ratio from power input to output, meeting the power output requirements for deceleration and torque increase, reducing the requirements for motor output torque, and using the shifting component to achieve two-speed power output to adapt to the walking drive requirements of different working conditions, allowing the motor to operate in the high-efficiency range. The reverse gear is achieved by utilizing the reverse characteristic of the motor, eliminating the reverse gear position, simplifying the internal gear structure of the transmission, and reducing the weight and cost of the transmission. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the transmission of the dual-motor, dual-speed gearbox of the pure electric loader of this utility model.

[0013] Figure 2 A schematic diagram of the transmission of a dual-motor, dual-speed gearbox in a pure electric loader when generating first-gear power output.

[0014] Figure 3 A schematic diagram of the transmission of a dual-motor, dual-speed gearbox in a pure electric loader when generating second-speed power output. Detailed Implementation

[0015] The following is combined Figures 1-3 The embodiments of this utility model will be described in detail below.

[0016] A pure electric loader with a dual-motor dual-speed gearbox includes two motors 1, a coupling input component 2 that couples the power of the two motors 1, a shift component 3 with two-speed shifting function, an output shaft 4, and a brake 5 mounted on the output shaft 4. The characteristic is that the coupling input component 2, the shift component 3, and the output shaft 4 are arranged in a parallel shaft distribution that meshes sequentially from top to bottom, forming a three-stage parallel shaft structure.

[0017] The dual-motor, dual-speed transmission for the pure electric loader described above has its input coupling assembly 2, shifting assembly 3, and output shaft 4 arranged in a parallel shaft configuration from top to bottom, forming a three-stage parallel shaft structure. This parallel shaft configuration shortens the axial dimension of the transmission, fully utilizes the radial space of the transmission, improves the structural compactness of the transmission, reduces the space requirements for transmission placement, and facilitates flexible arrangement of the transmission and transfer case on the loader. The three-stage parallel shaft structure forms multiple meshing transmissions from top to bottom, increasing the speed ratio from power input to output, meeting the power output requirements for deceleration and torque increase, reducing the requirements for motor output torque, and enabling two-speed power output through shifting assembly 3 to adapt to the travel drive requirements of different working conditions, allowing the motor to operate in the high-efficiency range. The reverse gear is achieved by utilizing the motor's reversing characteristics, eliminating the reverse gear position, simplifying the internal gear structure of the transmission, and reducing the weight and cost of the transmission.

[0018] The coupling input component 2 includes input shafts 21 connected to the motors and constant meshing shafts 22 meshing with the two input shafts 21 respectively. The constant meshing shafts 22 are arranged parallel between the two input shafts 21, and the shifting component 3 is arranged parallel below the constant meshing shafts 21. The input shafts 21 transmit the power of the motors 1 to the constant meshing shafts 22, forming a power coupling between the two motors 1. The constant meshing shafts 22 transmit the coupled power of the two motors to the shifting component 3.

[0019] The constant meshing drive gear 23 is coaxially fixed on the constant meshing shaft 22. The shift assembly 3 includes a shift shaft 31 parallel to the constant meshing shaft 22, a constant meshing driven gear 32 coaxially fixed on the shift shaft 31 and meshing with the constant meshing drive gear 23, a shift gear 33 coaxially fixed on the shift shaft 31, a shift sleeve 34 slidably mounted on the shift gear 33 along the axial direction, a first-gear drive gear 35 rotatably mounted on the shift shaft 31, and a second-gear drive gear 36 rotatably mounted on the shift shaft 31. The shift gear 33 is located between the first-gear drive gear 35 and the second-gear drive gear 36. The shift sleeve 34 moves to the right to engage with the first-gear drive gear 35 and moves to the left to engage with the second-gear drive gear 36. The first-gear drive gear 35 and the second-gear drive gear 36 respectively mesh with the output shaft 4. The constant mesh driving gear 23 on the constant mesh shaft 22 meshes with the constant mesh driven gear 32 on the shift shaft 31, transmitting power from the constant mesh shaft 22 to the shift shaft 31. Figure 1 As shown, when the shift sleeve 34 is in neutral and neither engages with the first gear drive gear 35 nor the second gear drive gear 36, the power of the shift shaft 31 cannot be transmitted to the output shaft 4. When the shift gear 35 moves to the right and engages with the first gear drive gear 35, the power of the shift shaft 31 is transmitted to the output shaft 4 through the first gear drive gear 35. When the shift gear 35 moves to the left and engages with the second gear drive gear 36, the power of the shift shaft 31 is transmitted to the output shaft 4 through the second gear drive gear 36.

[0020] The output shaft 4 is arranged parallel to and below the shift shaft 31. A first-gear driven gear 41 and a second-gear driven gear 42 are coaxially fixed on the output shaft 4. The first-gear driven gear 41 meshes with the first-gear driving gear 35, and the second-gear driven gear 42 meshes with the second-gear driving gear 36. Figure 1As shown, the constant meshing shaft 22, shift shaft 31, and output shaft 4 are arranged in parallel from top to bottom and are sequentially meshed by gears to form a three-stage parallel shaft structure. When the shift sleeve 34 engages with the first gear drive gear 35, the power of the two motors 1 is transmitted from the input shaft 21 to the constant meshing shaft 22, from the constant meshing shaft 22 to the shift shaft 31, and then from the first drive gear 35 on the shift shaft 31 to the first gear driven gear 41. The first gear driven gear 41 drives the output shaft 4 to rotate, forming the first gear power output, which is suitable for heavy-load uphill or muddy road conditions with large output torque requirements. When the shift sleeve 34 engages with the second gear drive gear... When wheel 36 is engaged, the power of the two motors 1 is transmitted from the input shaft 21 to the constant meshing shaft 22, from the constant meshing shaft 22 to the shift shaft 31, and then from the second-gear drive gear 36 on the shift shaft 31 to the second-gear driven gear 42. The second-gear driven gear 42 drives the output shaft 4 to rotate, forming a second-gear power output. This is suitable for light-load flat road conditions with high output speed requirements. The two-gear power output meets the driving needs of different working conditions, allowing the motor to operate in the high-efficiency range. Moreover, the shifting structure is simple, and the operation is convenient and flexible. The driving needs can be met by using a high-speed motor with a small output torque, thus reducing costs.

[0021] The brake 5 is mounted at the rear end of the output shaft 4. The brake 5 is positioned behind the first-gear driven gear 42, at the rear end of the output shaft 4. This not only meets braking requirements but also fully utilizes the radial space at the rear end of the output shaft 4, further improving the structural compactness of the gearbox.

[0022] 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 dual-motor dual-gear transmission for an all-electric loader, comprising two electric motors, a coupling input assembly for coupling power from the two electric motors, a gear shifting assembly having dual-gear shifting function, an output shaft, and a brake mounted on the output shaft, characterized in that: The coupling input component, shifting component, and output shaft are arranged in a parallel axis configuration from top to bottom, forming a three-stage parallel axis structure.

2. The dual-motor, dual-range transmission for a pure electric loader of claim 1, wherein: The coupling input assembly includes input shafts that are connected to the motor and constant meshing shafts that mesh with the two input shafts respectively. The constant meshing shafts are arranged in parallel between the two input shafts, and the shifting assembly is arranged in parallel below the constant meshing shafts.

3. The dual-motor, dual-range transmission for a pure electric loader of claim 2, wherein: The constant mesh drive gear is coaxially fixed on the constant mesh shaft. The shift assembly includes a shift shaft parallel to the lower part of the constant mesh shaft, a constant mesh driven gear coaxially fixed on the shift shaft and meshing with the constant mesh drive gear, a shift gear coaxially fixed on the shift shaft, a shift sleeve slidably mounted on the shift gear along the axial direction, a first-gear drive gear rotatably mounted on the shift shaft, and a second-gear drive gear rotatably mounted on the shift shaft. The shift gear is located between the first-gear drive gear and the second-gear drive gear. The shift sleeve moves to the right to engage with the first-gear drive gear and moves to the left to engage with the second-gear drive gear. The first-gear drive gear and the second-gear drive gear respectively mesh with the output shaft.

4. The dual-motor, dual-range transmission for a pure electric loader of claim 3, wherein: The output shaft is arranged parallel to the bottom of the shift shaft. A first-gear driven gear and a second-gear driven gear are coaxially fixed on the output shaft. The first-gear driven gear meshes with the first-gear driving gear, and the second-gear driven gear meshes with the second-gear driving gear.

5. The dual-motor, dual-range transmission for a pure electric loader of claim 4, wherein: The brake is mounted at the rear end of the output shaft.

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