Gearbox assembly and construction machine

Abstract

The utility model belongs to the technical field of engineering machinery, disclose a gearbox assembly and engineering machinery. Gearbox assembly includes walking motor, first input shaft, output shaft, deceleration subassembly, pump motor and coupling assembly, and first input shaft is connected with walking motor transmission, first input shaft is connected with output shaft transmission through deceleration subassembly, second input shaft is connected with pump motor transmission, and coupling assembly includes coupling driving gear structure, coupling driven gear structure and coupling sliding sleeve, and coupling driving gear structure is connected with second input shaft transmission, and coupling driven gear structure is connected with output shaft transmission, and coupling sliding sleeve is used for controlling coupling driving gear structure and coupling driven gear structure joint or disconnect. The effective utilization has been carried out to pump motor, has solved gear shifting power interruption problem again, and also does not influence the normal use of pump motor, and also saves the cost, and coupling assembly adopts the sliding sleeve form, improves the accuracy of transmission torque, avoids the energy loss, improves the compactness of structure.

Description

Technical Field

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

[0002] In some related technologies, the electric loader's travel system and pump are driven by two completely independent motors, which are completely decoupled. The problem is power interruption during gear shifts. In other related technologies, the travel system uses a dual-motor drive, solving the power interruption problem during gear shifts, but this adds an extra set of motors and controllers to the entire vehicle, increasing costs. In some related technologies, dual motors (equivalent to one large motor) are used in single-speed direct drive. The motors must handle both low-speed, high-torque loading conditions and high-speed, low-torque special-purpose loading conditions, requiring high power and torque from the motors. Simultaneously, the motor controller needs to be upgraded accordingly, increasing costs. Furthermore, the motor's operating range is too wide, resulting in low efficiency. Utility Model Content

[0003] The purpose of this utility model is to provide a gearbox assembly and engineering machinery that solves the problem of power interruption during gear shifting and is low in cost; in addition, the coupling component improves the accuracy of torque transmission, avoids energy loss, and improves the compactness of the structure.

[0004] To achieve this objective, the present invention adopts the following technical solution:

[0005] The transmission assembly includes:

[0006] Walking motor;

[0007] The first input shaft is connected to the walking motor via a drive.

[0008] Output shaft;

[0009] A speed reduction assembly is provided, wherein the first input shaft is connected to the output shaft via the speed reduction assembly.

[0010] Pump motor;

[0011] The second input shaft is connected to the pump motor drive.

[0012] The coupling assembly includes a coupling active gear structure, a coupling passive gear structure, and a coupling sleeve. The coupling active gear structure is driven to the second input shaft, the coupling passive gear structure is driven to the output shaft, and the coupling sleeve is used to control the engagement or disengagement of the coupling active gear structure and the coupling passive gear structure.

[0013] Preferably, the reduction assembly includes a first reduction gear set, a second reduction gear set, a first gear position gear, and a first shift sleeve. The first reduction gear set includes a meshing first driving gear and a first driven gear. The first driving gear is rotatably sleeved on the first input shaft, and the first driven gear is drive-connected to the output shaft. The second reduction gear set includes a meshing second driving gear and a second driven gear. The second driving gear is rotatably sleeved on the first input shaft, and the second driven gear is drive-connected to the output shaft. The first gear position gear is fixedly sleeved on the first input shaft, and the first shift sleeve is used to control the engagement of the first gear position gear with the first driving gear or the second driving gear.

[0014] Preferably, the reduction assembly further includes a third reduction gear set, a second gear position gear, and a second shift sleeve. The third reduction gear set includes a meshing third driving gear and a third driven gear. The third driving gear is rotatably mounted on the first input shaft, and the third driven gear is connected to the output shaft. The second gear position gear is fixedly mounted on the first input shaft, and the second shift sleeve is used to control the engagement and disengagement of the second gear position gear and the third driving gear.

[0015] Preferably, the reduction assembly further includes a first drive shaft and a fourth reduction gear set, wherein the first driven gear and the second driven gear are both fixedly sleeved on the first drive shaft, and the fourth reduction gear set includes a meshing fourth driving gear and a fourth driven gear, wherein the fourth driving gear is fixedly sleeved on the first drive shaft, and the fourth driven gear is fixedly sleeved on the output shaft.

[0016] Preferably, the reduction assembly further includes a first drive shaft and a fourth reduction gear set, wherein the first driven gear, the second driven gear and the third driven gear are all fixedly sleeved on the first drive shaft, and the fourth reduction gear set includes a meshing fourth driving gear and a fourth driven gear, wherein the fourth driving gear is fixedly sleeved on the first drive shaft and the fourth driven gear is fixedly sleeved on the output shaft.

[0017] Preferably, the coupled driving gear structure includes a first coupled driving gear, which is fixedly sleeved on the second input shaft; the coupled driven gear structure includes a first coupled driven gear, a second coupled driven gear, a third coupled driven gear, and a fourth coupled driven gear, wherein the first coupled driven gear is rotatably sleeved on the second input shaft, the second coupled driven gear and the third coupled driven gear are both fixedly sleeved on the second transmission shaft, the fourth coupled driven gear is connected to the output shaft, the first coupled driven gear meshes with the second coupled driven gear, and the third coupled driven gear meshes with the fourth coupled driven gear; the coupling sleeve is used to control the engagement or disengagement of the first coupled driving gear and the first coupled driven gear.

[0018] Preferably, the coupled driving gear structure includes a first coupled driving gear and a second coupled driving gear meshing together, the first coupled driving gear being fixedly sleeved on the second input shaft, and the second coupled driving gear being fixedly sleeved on the second transmission shaft; the coupled driven gear structure includes a first coupled driven gear and a second coupled driven gear meshing together, the first coupled driven gear being rotatably sleeved on the second transmission shaft, and the second coupled driven gear being drively connected to the output shaft; the coupling sleeve is used to control the engagement or disengagement of the second coupled driving gear and the first coupled driven gear.

[0019] Preferably, the coupled driving gear structure includes a first coupled driving gear, which is fixedly sleeved on the second input shaft. The coupled driven gear structure includes a meshing first coupled driven gear and a second coupled driven gear, a meshing third coupled driven gear and a fourth coupled driven gear, and a meshing fifth coupled driven gear and a sixth coupled driven gear. The first coupled driven gear and the third coupled driven gear are rotatably sleeved on the second input shaft. The second coupled driven gear, the fourth coupled driven gear, and the fifth coupled driven gear are fixedly sleeved on the second transmission shaft. The sixth coupled driven gear is drively connected to the output shaft. The coupling sleeve is used to control the engagement of the first coupled driving gear with the first coupled driven gear or the third coupled driven gear.

[0020] Preferably, the coupled driving gear structure includes a first coupled driving gear, a second coupled driving gear, and a third coupled driving gear. The first coupled driving gear is fixedly sleeved on the second input shaft, and the second and third coupled driving gears are both fixedly sleeved on the second transmission shaft. The first coupled driving gear meshes with the second coupled driving gear. The coupled driven gear structure includes a meshing first coupled driven gear and a second coupled driven gear, as well as a meshing third coupled driven gear and a fourth coupled driven gear. The first and third coupled driven gears are rotatably sleeved on the second transmission shaft, and the second and fourth coupled driven gears are both connected to the output shaft. The coupling sleeve is used to control the engagement of the third coupled driving gear with the first or third coupled driven gear.

[0021] Preferably, the coupled driving gear structure includes a first coupled driving gear, which is fixedly sleeved on the second input shaft; the coupled driven gear structure includes a first coupled driven gear, a second coupled driven gear, and a third coupled driven gear, the first coupled driven gear being rotatably sleeved on the second input shaft, the second coupled driven gear being rotatably sleeved on the second transmission shaft, and the third coupled driven gear being drively connected to the output shaft, and the second coupled driven gear simultaneously meshing with the first coupled driven gear and the third coupled driven gear; the coupling sleeve is used to control the engagement or disengagement of the first coupled driving gear and the first coupled driven gear.

[0022] Construction machinery, including the gearbox assembly described in any of the above-mentioned solutions.

[0023] The beneficial effects of this utility model are:

[0024] This utility model provides a gearbox assembly that uses a coupling component to couple the pump motor and the travel motor. This enables the pump motor to provide torque compensation during gear shifting, ensuring uninterrupted power during gear shifting. Furthermore, it effectively utilizes the pump motor, solving the problem of power interruption during gear shifting without affecting its normal operation, and also saving costs. Additionally, the coupling component uses a sliding sleeve design, ensuring reliable connection and improving the accuracy of torque transmission. The rigid connection of the sliding sleeve also prevents energy loss and improves the compactness of the structure. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the first embodiment of the gearbox assembly provided by this utility model;

[0026] Figure 2 This is a schematic diagram of the second embodiment of the gearbox assembly provided by this utility model;

[0027] Figure 3 This is a structural schematic diagram of the third embodiment of the gearbox assembly provided by this utility model;

[0028] Figure 4 This is a structural schematic diagram of the fourth embodiment of the gearbox assembly provided by this utility model;

[0029] Figure 5 This is a structural schematic diagram of the fifth embodiment of the gearbox assembly provided by this utility model.

[0030] In the picture:

[0031] 10. Walking motor; 20. First input shaft; 30. Reduction assembly; 311. First drive gear; 312. First driven gear; 321. Second drive gear; 322. Second driven gear; 33. First gear position gear; 34. First shift sleeve; 35. First transmission shaft; 361. Fourth drive gear; 362. Fourth driven gear; 371. Third drive gear; 372. Third driven gear; 38. Second gear position gear; 39. Second shift sleeve; 4 0. Output shaft; 50. Pump motor; 60. Second input shaft; 70. Coupling assembly; 711. First coupling drive gear; 712. Second coupling drive gear; 713. Third coupling drive gear; 721. First coupling driven gear; 722. Second coupling driven gear; 723. Third coupling driven gear; 724. Fourth coupling driven gear; 725. Fifth coupling driven gear; 726. Sixth coupling driven gear; 73. Coupling sleeve; 80. Second drive shaft;

[0032] 100. Pump. Detailed Implementation

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] like Figures 1 to 5 As shown, this utility model embodiment provides a gearbox assembly, including a travel motor 10, a first input shaft 20, an output shaft 40, a reduction assembly 30, a pump motor 50, and a coupling assembly 70. The first input shaft 20 is driven by the travel motor 10; the first input shaft 20 is driven by the output shaft 40 via the reduction assembly 30; the second input shaft 60 is driven by the pump motor 50; the coupling assembly 70 includes a coupling drive gear structure, a coupling driven gear structure, and a coupling sleeve 73. The coupling drive gear structure is driven by the second input shaft 60, the coupling driven gear structure is driven by the output shaft 40, and the coupling sleeve 73 is used to control the engagement or disengagement of the coupling drive gear structure and the coupling driven gear structure.

[0038] When the transmission assembly needs to shift gears, the speed of the pump motor 50 is first adjusted. When the speeds of the two gears to be engaged by the coupling sleeve 73 are synchronized, the coupling sleeve 73 engages the coupling active gear structure and the coupling passive gear structure, and the power of the pump motor 50 is coupled to the output shaft 40. Then, the travel motor 10 records the current torque and withdraws the torque, while the pump motor 50 performs torque compensation to ensure that the traction force of the whole vehicle remains unchanged. Then, the transmission assembly performs gear shifting. Finally, the travel motor 10 returns to torque, while the pump motor 50 withdraws the torque, and the coupling sleeve 73 disconnects the coupling active gear and the coupling passive gear, decoupling the pump motor 50 from the travel motor 10.

[0039] By setting the coupling component 70 to couple the pump motor 50 with the travel motor 10, the pump motor 50 can be torque compensated when the reduction component 30 shifts gears, ensuring that the shifting power is not interrupted. Furthermore, the pump motor 50 is effectively utilized, which not only solves the problem of power interruption during gear shifting, but also does not affect the normal use of the pump motor 50, and saves costs. In addition, the coupling component 70 adopts the form of a sliding sleeve, which is reliable and improves the accuracy of torque transmission. Moreover, the sliding sleeve connection is a rigid connection, which can avoid energy loss and improve the compactness of the structure.

[0040] Reference Figure 1 , Figure 2 as well as Figure 5 In some embodiments, the reduction assembly 30 includes a first reduction gear set, a second reduction gear set, a first gear position gear 33, and a first shift sleeve 34. The first reduction gear set includes a meshing first driving gear 311 and a first driven gear 312. The first driving gear 311 is rotatably sleeved on the first input shaft 20, and the first driven gear 312 is drivenly connected to the output shaft 40. The second reduction gear set includes a meshing second driving gear 321 and a second driven gear 322. The second driving gear 321 is rotatably sleeved on the first input shaft 20, and the second driven gear 322 is drivenly connected to the output shaft 40. The first gear position gear 33 is fixedly sleeved on the first input shaft 20. The first shift sleeve 34 is used to control the engagement of the first gear position gear 33 with the first driving gear 311 or the second driving gear 321. Furthermore, the reduction assembly 30 also includes a first drive shaft 35 and a fourth reduction gear set. The first driven gear 312 and the second driven gear 322 are both fixedly sleeved on the first drive shaft 35. The fourth reduction gear set includes a meshing fourth driving gear 361 and a fourth driven gear 362. The fourth driving gear 361 is fixedly sleeved on the first drive shaft 35, and the fourth driven gear 362 is fixedly sleeved on the output shaft 40. The reduction gear 30 has two gears. When the first shift sleeve 34 engages the first gear 33 with the first drive gear 311, the reduction gear 30 is in first gear. At this time, the power of the travel motor 10 is transmitted to the output shaft 40 in sequence through the first input shaft 20, the first gear 33, the first drive gear 311, the first driven gear 312, the first transmission shaft 35, the fourth drive gear 361, and the fourth driven gear 362. When the first shift sleeve 34 engages the first gear 33 with the second drive gear 321, the reduction gear 30 is in second gear. At this time, the power of the travel motor 10 is transmitted to the output shaft 40 in sequence through the first input shaft 20, the first gear 33, the second drive gear 321, the second driven gear 322, the first transmission shaft 35, the fourth drive gear 361, and the fourth driven gear 362.

[0041] Reference Figure 3 and Figure 4In some embodiments, the reduction assembly 30 includes a first reduction gear set, a second reduction gear set, a first gear position gear 33, a first shift sleeve 34, a third reduction gear set, a second gear position gear 38, and a second shift sleeve 39. The first reduction gear set includes a meshing first driving gear 311 and a first driven gear 312. The first driving gear 311 is rotatably mounted on the first input shaft 20, and the first driven gear 312 is connected to the output shaft 40. The second reduction gear set includes a meshing second driving gear 321 and a second driven gear 322. The second driving gear 321 is rotatably mounted on the first input shaft 20, and the second driven gear 322 is connected to the output shaft 40. Wheel 322 is connected to the output shaft 40 for transmission. The first gear 33 is fixedly sleeved on the first input shaft 20. The first shift sleeve 34 is used to control the engagement of the first gear 33 with the first drive gear 311 or the second drive gear 321. The third reduction gear set includes a meshing third drive gear 371 and a third driven gear 372. The third drive gear 371 is rotatably sleeved on the first input shaft 20. The third driven gear 372 is connected to the output shaft 40 for transmission. The second gear 38 is fixedly sleeved on the first input shaft 20. The second shift sleeve 39 is used to control the engagement and disengagement of the second gear 38 and the third drive gear 371. Furthermore, the reduction assembly 30 also includes a first drive shaft 35 and a fourth reduction gear set. The first driven gear 312, the second driven gear 322 and the third driven gear 372 are all fixedly sleeved on the first drive shaft 35. The fourth reduction gear set includes a meshing fourth driving gear 361 and a fourth driven gear 362. The fourth driving gear 361 is fixedly sleeved on the first drive shaft 35 and the fourth driven gear 362 is fixedly sleeved on the output shaft 40. The reduction gear assembly 30 has three gears. When the second shift sleeve 39 engages the second gear 38 with the third drive gear 371, the reduction gear assembly 30 is in first gear. At this time, the power of the travel motor 10 is transmitted sequentially through the first input shaft 20, the second gear 38, the third drive gear 371, the third driven gear 372, the first transmission shaft 35, the fourth drive gear 361, and the fourth driven gear 362 to the output shaft 40. When the first shift sleeve 34 engages the first gear 33 with the first drive gear 311, the reduction gear assembly 30 is in second gear. At this time, the power of the travel motor 10 is transmitted sequentially through the first input shaft 20, the second gear 38, the third drive gear 371, the third driven gear 372, the first transmission shaft 35, the fourth drive gear 361, and the fourth driven gear 362 to the output shaft 40. The first input shaft 20, the first gear 33, the first drive gear 311, the first driven gear 312, the first transmission shaft 35, the fourth drive gear 361 and the fourth driven gear 362 are transmitted to the output shaft 40. When the first shift sleeve 34 engages the first gear 33 with the second drive gear 321, the reduction assembly 30 is in the third gear state. At this time, the power of the travel motor 10 is transmitted to the output shaft 40 in sequence through the first input shaft 20, the first gear 33, the second drive gear 321, the second driven gear 322, the first transmission shaft 35, the fourth drive gear 361 and the fourth driven gear 362.

[0042] In some embodiments, the deceleration assembly 30 may also be a planetary gear structure, which will not be described in detail here.

[0043] Reference Figure 1 In some embodiments, the coupled driving gear structure includes a first coupled driving gear 711, which is fixedly sleeved on the second input shaft 60; the coupled driven gear structure includes a first coupled driven gear 721, a second coupled driven gear 722, a third coupled driven gear 723, and a fourth coupled driven gear 724. The first coupled driven gear 721 is rotatably sleeved on the second input shaft 60, the second coupled driven gear 722 and the third coupled driven gear 723 are both fixedly sleeved on the second transmission shaft 80, and the fourth coupled driven gear 724 is connected to the output shaft 40. Optionally, the fourth coupled driven gear 724 can be fixedly sleeved on the first transmission shaft 35 or fixedly sleeved on the output shaft 40; the first coupled driven gear 721 meshes with the second coupled driven gear 722, and the third coupled driven gear 723 meshes with the fourth coupled driven gear 724; the coupling sleeve 73 is used to control the engagement or disengagement of the first coupled driving gear 711 and the first coupled driven gear 721. When the coupling sleeve 73 engages the first coupling drive gear 711 and the first coupling driven gear 721, the power of the pump motor 50 is coupled to the output shaft 40 in sequence via the second input shaft 60, the first coupling drive gear 711, the first coupling driven gear 721, the second coupling driven gear 722, the third coupling driven gear 723 and the fourth coupling driven gear 724.

[0044] Furthermore, the second drive shaft 80 is loosely fitted onto the first input shaft 20 to improve the compactness of the structure.

[0045] Reference Figure 2In some embodiments, the coupled driving gear structure includes a meshing first coupled driving gear 711 and a second coupled driving gear 712. The first coupled driving gear 711 is fixedly sleeved on the second input shaft 60, and the second coupled driving gear 712 is fixedly sleeved on the second transmission shaft 80. The coupled driven gear structure includes a meshing first coupled driven gear 721 and a second coupled driven gear 722. The first coupled driven gear 721 is rotatably sleeved on the second transmission shaft 80, and the second coupled driven gear 722 is connected to the output shaft 40. Optionally, the second coupled driven gear 722 can be fixedly sleeved on the first transmission shaft 35 or fixedly sleeved on the output shaft 40. The coupling sleeve 73 is used to control the engagement or disengagement of the second coupled driving gear 712 and the first coupled driven gear 721. When the coupling sleeve 73 engages the second coupling drive gear 712 and the first coupling driven gear 721, the power of the pump motor 50 is coupled to the output shaft 40 in sequence through the second input shaft 60, the first coupling drive gear 711, the second coupling drive gear 712, the first coupling driven gear 721 and the second coupling driven gear 722.

[0046] Furthermore, the second drive shaft 80 is coaxially distributed with the first input shaft 20 to improve the compactness of the structure.

[0047] Reference Figure 3In some embodiments, the coupling active gear structure includes a first coupling active gear 711, which is fixedly sleeved on the second input shaft 60. The coupling passive gear structure includes a meshing first coupling passive gear 721 and a second coupling passive gear 722, a meshing third coupling passive gear 723 and a fourth coupling passive gear 724, and a meshing fifth coupling passive gear 725 and a sixth coupling passive gear 726. The first coupling passive gear 721 and the third coupling passive gear 723 are rotatably sleeved on the second input shaft 60. The second coupling passive gear 722, the fourth coupling passive gear 724, and the fifth coupling passive gear 725 are fixedly sleeved on the second transmission shaft 80. The sixth coupling passive gear 726 is connected to the output shaft 40. Optionally, the sixth coupling passive gear 726 can be fixedly sleeved on the first transmission shaft 35 or on the output shaft 40. The coupling sleeve 73 is used to control the engagement of the first coupling active gear 711 with the first coupling passive gear 721 or the third coupling passive gear 723. When the coupling sleeve 73 engages the first coupling drive gear 711 with the first coupling driven gear 721, the power of the pump motor 50 is coupled to the output shaft 40 sequentially via the second input shaft 60, the first coupling drive gear 711, the first coupling driven gear 721, the second coupling driven gear 722, the second transmission shaft 80, the fifth coupling driven gear 725, and the sixth coupling driven gear 726; when the coupling sleeve 73 engages the first coupling drive gear 711 with the third coupling driven gear 723, the power of the pump motor 50 is coupled to the output shaft 40 sequentially via the second input shaft 60, the first coupling drive gear 711, the third coupling driven gear 723, the fourth coupling driven gear 724, the second transmission shaft 80, the fifth coupling driven gear 725, and the sixth coupling driven gear 726.

[0048] Furthermore, the second drive shaft 80 is loosely fitted onto the first input shaft 20 to improve the compactness of the structure.

[0049] Reference Figure 4In some embodiments, the coupled driving gear structure includes a first coupled driving gear 711, a second coupled driving gear 712, and a third coupled driving gear 713. The first coupled driving gear 711 is fixedly sleeved on the second input shaft 60, and the second coupled driving gear 712 and the third coupled driving gear 713 are both fixedly sleeved on the second transmission shaft 80. The first coupled driving gear 711 meshes with the second coupled driving gear 712. The coupled driven gear structure includes a meshing first coupled driven gear 721 and a second coupled driven gear 722, and a meshing third coupled driven gear 723. Wheel 723 and fourth coupling passive gear 724, first coupling passive gear 721 and third coupling passive gear 723 are all rotatably sleeved on the second transmission shaft 80, and second coupling passive gear 722 and fourth coupling passive gear 724 are all connected to the output shaft 40 for transmission. Optionally, second coupling passive gear 722 and fourth coupling passive gear 724 can be fixedly sleeved on the first transmission shaft 35 or fixedly sleeved on the output shaft 40; coupling sleeve 73 is used to control the engagement of third coupling active gear 713 with first coupling passive gear 721 or third coupling passive gear 723. When the coupling sleeve 73 engages the third coupling drive gear 713 with the first coupling driven gear 721, the power of the pump motor 50 is sequentially coupled to the output shaft 40 via the second input shaft 60, the first coupling drive gear 711, the second coupling drive gear 712, the second transmission shaft 80, the third coupling drive gear 713, the first coupling driven gear 721, and the second coupling driven gear 722; when the coupling sleeve 73 engages the third coupling drive gear 713 with the third coupling driven gear 723, the power of the pump motor 50 is sequentially coupled to the output shaft 40 via the second input shaft 60, the first coupling drive gear 711, the second coupling drive gear 712, the second transmission shaft 80, the third coupling drive gear 713, the third coupling driven gear 723, and the fourth coupling driven gear 724.

[0050] Furthermore, the second drive shaft 80 is coaxially distributed with the first input shaft 20 to improve the compactness of the structure.

[0051] Reference Figure 5In some embodiments, the coupled active gear structure includes a first coupled active gear 711, which is fixedly sleeved on the second input shaft 60; the coupled passive gear structure includes a first coupled passive gear 721, a second coupled passive gear 722, and a third coupled passive gear 723. The first coupled passive gear 721 is rotatably sleeved on the second input shaft 60, the second coupled passive gear 722 is rotatably sleeved on the second transmission shaft 80, and the third coupled passive gear 723 is connected to the output shaft 40. Optionally, the third coupled passive gear 723 can be fixedly sleeved on the first transmission shaft 35 or fixedly sleeved on the output shaft 40; the second coupled passive gear 722 meshes with both the first coupled passive gear 721 and the third coupled passive gear 723; the coupling sleeve 73 is used to control the engagement or disengagement of the first coupled active gear 711 and the first coupled passive gear 721. When the coupling sleeve 73 engages the first coupling drive gear 711 and the first coupling driven gear 721, the power of the pump motor 50 is coupled to the output shaft 40 in sequence through the second input shaft 60, the first coupling drive gear 711, the first coupling driven gear 721, the second coupling driven gear 722 and the third coupling driven gear 723.

[0052] Furthermore, the second drive shaft 80 is coaxially distributed with the first input shaft 20 to improve the compactness of the structure.

[0053] Reference Figure 1 , Figure 3 and Figure 5 In some embodiments, the second input shaft 60 is connected to the pump 100 via a drive, and the pump motor 50 is directly connected to the pump 100. The pump motor 50 can be a low-speed motor.

[0054] Reference Figure 2 and Figure 4 In some embodiments, the second drive shaft 80 is connected to the pump 100 in a drive connection. In this case, the pump motor 50 decelerates and increases torque before driving the pump 100. The pump motor 50 needs to be a high-speed motor.

[0055] This utility model embodiment also provides an engineering machine, including the above-mentioned gearbox assembly. Optionally, the engineering machine can be an electric loader.

[0056] 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 gearbox assembly, characterized in that, include: Walking motor (10); The first input shaft (20) is connected to the walking motor (10) for transmission. Output shaft (40); A reduction gear assembly (30) is provided, wherein the first input shaft (20) is connected to the output shaft (40) via the reduction gear assembly (30); Pump motor (50); The second input shaft (60) is connected to the pump motor (50) in a transmission manner; The coupling assembly (70) includes a coupling active gear structure, a coupling passive gear structure and a coupling sleeve (73). The coupling active gear structure is connected to the second input shaft (60) and the coupling passive gear structure is connected to the output shaft (40). The coupling sleeve (73) is used to control the engagement or disengagement of the coupling active gear structure and the coupling passive gear structure.

2. The gearbox assembly according to claim 1, characterized in that, The deceleration assembly (30) includes a first deceleration gear set, a second deceleration gear set, a first gear position gear (33), and a first shift sleeve (34). The first deceleration gear set includes a first driving gear (311) and a first driven gear (312) meshing with each other. The first driving gear (311) is rotatably sleeved on the first input shaft (20), and the first driven gear (312) is drivenly connected to the output shaft (40). The second deceleration gear set includes a second driving gear (321) and a second driven gear (322) meshing with each other. The second driving gear (321) is rotatably sleeved on the first input shaft (20), and the second driven gear (322) is drivenly connected to the output shaft (40). The first gear position gear (33) is fixedly sleeved on the first input shaft (20), and the first shift sleeve (34) is used to control the engagement of the first gear position gear (33) with the first driving gear (311) or the second driving gear (321).

3. The gearbox assembly according to claim 2, characterized in that, The reduction assembly (30) further includes a third reduction gear set, a second gear position gear (38), and a second shift sleeve (39). The third reduction gear set includes a third driving gear (371) and a third driven gear (372) meshing with each other. The third driving gear (371) is rotatably sleeved on the first input shaft (20), and the third driven gear (372) is connected to the output shaft (40) for transmission. The second gear position gear (38) is fixedly sleeved on the first input shaft (20), and the second shift sleeve (39) is used to control the engagement and disengagement of the second gear position gear (38) and the third driving gear (371).

4. The gearbox assembly according to claim 2, characterized in that, The reduction assembly (30) further includes a first drive shaft (35) and a fourth reduction gear set. The first driven gear (312) and the second driven gear (322) are both fixedly sleeved on the first drive shaft (35). The fourth reduction gear set includes a meshing fourth driving gear (361) and a fourth driven gear (362). The fourth driving gear (361) is fixedly sleeved on the first drive shaft (35), and the fourth driven gear (362) is fixedly sleeved on the output shaft (40).

5. The gearbox assembly according to claim 3, characterized in that, The reduction assembly (30) further includes a first drive shaft (35) and a fourth reduction gear set. The first driven gear (312), the second driven gear (322), and the third driven gear (372) are all fixedly sleeved on the first drive shaft (35). The fourth reduction gear set includes a meshing fourth driving gear (361) and a fourth driven gear (362). The fourth driving gear (361) is fixedly sleeved on the first drive shaft (35), and the fourth driven gear (362) is fixedly sleeved on the output shaft (40).

6. The gearbox assembly according to any one of claims 1-5, characterized in that, The coupled active gear structure includes a first coupled active gear (711), which is fixedly sleeved on the second input shaft (60); the coupled passive gear structure includes a first coupled passive gear (721), a second coupled passive gear (722), a third coupled passive gear (723), and a fourth coupled passive gear (724). The first coupled passive gear (721) is rotatably sleeved on the second input shaft (60). The second coupled passive gear (722) and the third coupled passive gear (723) are both fixedly sleeved on the second transmission shaft (80). The fourth coupled passive gear (724) is connected to the output shaft (40). The first coupled passive gear (721) meshes with the second coupled passive gear (722), and the third coupled passive gear (723) meshes with the fourth coupled passive gear (724). The coupling sleeve (73) is used to control the engagement or disengagement of the first coupled active gear (711) and the first coupled passive gear (721).

7. The gearbox assembly according to any one of claims 1-5, characterized in that, The coupled active gear structure includes a first coupled active gear (711) and a second coupled active gear (712) meshing together. The first coupled active gear (711) is fixedly sleeved on the second input shaft (60), and the second coupled active gear (712) is fixedly sleeved on the second transmission shaft (80). The coupled passive gear structure includes a first coupled passive gear (721) and a second coupled passive gear (722) meshing together. The first coupled passive gear (721) is rotatably sleeved on the second transmission shaft (80), and the second coupled passive gear (722) is connected to the output shaft (40) for transmission. The coupling sleeve (73) is used to control the engagement or disengagement of the second coupled active gear (712) and the first coupled passive gear (721).

8. The gearbox assembly according to any one of claims 1-5, characterized in that, The coupled driving gear structure includes a first coupled driving gear (711), which is fixedly sleeved on the second input shaft (60). The coupled driven gear structure includes a meshing first coupled driven gear (721) and a second coupled driven gear (722), a meshing third coupled driven gear (723) and a fourth coupled driven gear (724), and a meshing fifth coupled driven gear (725) and a sixth coupled driven gear (726). The first coupled driven gear (721) and the third coupled driven gear (722) are meshed together. The coupling passive gears (723) are all rotatably sleeved on the second input shaft (60), the second coupling passive gear (722), the fourth coupling passive gear (724) and the fifth coupling passive gear (725) are all fixedly sleeved on the second transmission shaft (80), and the sixth coupling passive gear (726) is connected to the output shaft (40) for transmission; the coupling sleeve (73) is used to control the engagement of the first coupling active gear (711) with the first coupling passive gear (721) or the third coupling passive gear (723).

9. The gearbox assembly according to any one of claims 1-5, characterized in that, The coupled driving gear structure includes a first coupled driving gear (711), a second coupled driving gear (712), and a third coupled driving gear (713). The first coupled driving gear (711) is fixedly sleeved on the second input shaft (60), and the second coupled driving gear (712) and the third coupled driving gear (713) are both fixedly sleeved on the second transmission shaft (80). The first coupled driving gear (711) meshes with the second coupled driving gear (712). The coupled driven gear structure includes a meshing first coupled driven gear (721) and a second coupled driven gear (713). The system includes a driven gear (722), a meshing third driven gear (723), and a fourth driven gear (724). The first driven gear (721) and the third driven gear (723) are rotatably mounted on the second transmission shaft (80). The second driven gear (722) and the fourth driven gear (724) are both connected to the output shaft (40). The coupling sleeve (73) is used to control the third driven gear (713) to engage with the first driven gear (721) or the third driven gear (723).

10. The gearbox assembly according to any one of claims 1-5, characterized in that, The coupled active gear structure includes a first coupled active gear (711), which is fixedly sleeved on the second input shaft (60); the coupled passive gear structure includes a first coupled passive gear (721), a second coupled passive gear (722), and a third coupled passive gear (723), wherein the first coupled passive gear (721) is rotatably sleeved on the second input shaft (60), the second coupled passive gear (722) is rotatably sleeved on the second transmission shaft (80), and the third coupled passive gear (723) is connected to the output shaft (40) for transmission; the second coupled passive gear (722) meshes with both the first coupled passive gear (721) and the third coupled passive gear (723); the coupling sleeve (73) is used to control the engagement or disengagement of the first coupled active gear (711) and the first coupled passive gear (721).

11. Construction machinery, characterized in that, Includes the gearbox assembly as described in any one of claims 1-10.

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