CN111102329A - Double-motor transmission for engineering truck - Google Patents
Double-motor transmission for engineering truck Download PDFInfo
- Publication number
- CN111102329A CN111102329A CN201811258624.8A CN201811258624A CN111102329A CN 111102329 A CN111102329 A CN 111102329A CN 201811258624 A CN201811258624 A CN 201811258624A CN 111102329 A CN111102329 A CN 111102329A
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- CN
- China
- Prior art keywords
- gear
- output
- input
- shaft
- output shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
- F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
Abstract
The invention discloses a double-motor transmission for engineering vehicles, which comprises an output shaft (2) and input shafts, wherein a first-gear input gear is respectively installed on the two input shafts, the two first-gear input gears and a first-gear output gear (23) are normally meshed, the first-gear output gear (23) and a second-gear output gear (5) are sleeved on the output shaft (2) in an empty mode, the second-gear output gear (5) is normally meshed with the second-gear input gear installed on the input shafts, and the output shaft (2) is selectively connected with the first-gear output gear (23) or the second-gear output gear (5) through a gear shifting device. The invention adopts the scheme of combining the gearbox and the two small-displacement motors, realizes the transmission and transformation of driving power, and avoids the problems of large volume of the large-displacement motor, limitation of central height and the driving passing capacity of the whole vehicle, difficult arrangement and the like.
Description
Technical Field
The invention relates to a transmission of an engineering vehicle, in particular to a transmission suitable for double motors.
Background
The transmission assembly of the existing excavator adopts the combination of the transmission and a single large displacement motor to realize the transmission and the transformation of the running power of the whole excavator. The large-displacement motor is large in size and is limited by the center height and the running passing capacity of the whole vehicle, so that the problem of difficulty in arrangement exists.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: a dual motor drive transmission architecture is provided to address the difficulty of single large displacement motor placement.
The technical scheme of the invention is as follows:
a double-motor transmission for engineering vehicles comprises an output shaft and input shafts, wherein a first-gear input gear is respectively arranged on each of the two input shafts, the two first-gear input gears are constantly meshed with a first-gear output gear, the first-gear output gear and a second-gear output gear are sleeved on the output shaft in a hollow mode, the second-gear output gear is constantly meshed with a second-gear input gear arranged on the input shaft, and the output shaft is selectively connected with the first-gear output gear or the second-gear output gear through a gear shifting device.
The gear shifting device comprises a gear sleeve and a shifting fork, the gear sleeve is arranged on key teeth in the middle section of the output shaft and is controlled to slide through the shifting fork, a first-gear output gear and a second-gear output gear are arranged on two sides of the key teeth, and a circle of spline with the same diameter as the key teeth is arranged on the side surfaces of the first-gear output gear and the second-gear output gear respectively.
The shifting fork is driven by a shifting oil cylinder.
The front axle output shaft is arranged on the axis of the output shaft, and the front axle output shaft is connected with the output shaft through a connecting shaft gear sleeve.
The connecting shaft gear sleeve is controlled to slide by a connecting shaft shifting fork, and the connecting shaft shifting fork is controlled by a front axle connecting oil cylinder.
One end of the output shaft is provided with a brake.
Two input shafts are respectively arranged on two sides of the input shaft through bearings, one input shaft is only provided with a first-gear input gear, and the other input shaft is provided with a first-gear input gear and a second-gear output gear.
The invention has the beneficial effects that:
the invention adopts the scheme of combining the gearbox and the two small-displacement motors, realizes the transmission and transformation of driving power, and avoids the problems of large volume of the large-displacement motor, limitation of central height and the driving passing capacity of the whole vehicle, difficult arrangement and the like. The transmission structure is skillfully designed, and the structure is simple and compact.
The gearbox adopts dead axle gear transmission, simple structure, easy to maintain, low in manufacturing cost realizes that all spare parts of this level gearbox are made oneself completely.
This gearbox has two gears: i, a gear I is in a low gear, so that low-speed and high-torque output is realized, and the vehicle meets the requirement of a larger climbing gradient; and the gear II is a high-speed gear, so that high-speed small-torque output is realized, and the vehicle meets the high-speed driving requirement. The parking brake speed changer is integrated, and the parking brake is realized by the cam shaft under the action of the spring force when the vehicle is parked.
Description of the drawings:
FIG. 1 is a schematic diagram of the structure of the present invention
Fig. 2 is a sectional view taken along direction F of fig. 1.
Fig. 3 is a sectional view taken along the line a of fig. 1.
Detailed Description
Example (b): as shown in the figure, 3 fixed shafts are arranged in a box body 1 of the transmission through three groups of bearings 6 and bearings 9, a first input gear shaft 7 and a second input gear shaft 18 are arranged on two sides, an output shaft 2 is arranged in the middle, and motor mounting seats 20 are arranged at the end parts of the first input gear shaft 7 and the second input gear shaft 18; the middle section of the output shaft 2 is sleeved with a first-gear output gear 23 and a second-gear output gear 5 in an empty mode, a circle of spline is arranged on the inner side faces of the first-gear output gear 23 and the second-gear output gear 5 respectively, the middle of the output shaft 2 is provided with a spline 3, the spline 3 is located between the first-gear output gear 23 and the second-gear output gear 5, the spline 3 is sleeved with a gear ring 4, the outer diameter of the spline 3 is the same as that of the splines on the inner side faces of the first-gear output gear 23 and the second-gear output gear 5, and the gear ring 4 can slide to realize linkage of the spline 3 and the first-gear output gear 23 or the second. The ring gear 4 is controlled to slide by a fork 16, and the fork 16 is vertically mounted on a telescopic shaft 19 of a shift cylinder 24.
The first input gear shaft 7 and the second input gear 18 are respectively provided with a first-gear input gear, the first-gear output gear 23 is respectively and normally meshed with the two first-gear input gears, the first input gear shaft 7 is also provided with a second-gear input gear 8, and the second-gear input gear 8 is normally meshed with the second-gear input gear.
One end of the output shaft 2 is provided with a brake, the brake comprises a brake shoe assembly 21, a parking brake drum 17 and a cam shaft 22, the brake shoe assembly 21 is connected with the output shaft 2, the brake is realized through the rotation of the cam shaft 22, and the brake is needed whenever gear shifting is needed.
The other end of the output shaft 2 is connected with a front axle output shaft 10 through a connecting shaft gear sleeve 11, splines are processed on the output shaft 2 and the front axle output shaft 10, the output shaft 2 and the front axle output shaft 10 synchronously rotate or separate through the position of the sliding connecting shaft gear sleeve 11, the connecting shaft gear sleeve 11 is controlled through a connecting shaft shifting fork 13, and the connecting shaft shifting fork 13 is vertically installed on a telescopic shaft 14 of a front axle connection oil cylinder 15.
The gear shifting working principle of the gearbox is as follows:
when the first gear works, the shifting cylinder 24 drives the shifting fork 16 to drive the gear sleeve 4 to move towards the direction of the first gear output gear 23, one half of an internal spline of the gear sleeve 4 is matched with the key teeth 3 on the output shaft 2, and the other half of the internal spline is matched with a spline on the inner side of the first gear output gear 23, so that the first gear output gear 23 is connected with the output shaft 2. The two input shafts respectively transmit power to the first-gear output gear 23 through the output gears, and the first-gear output gear 23 drives the output shaft 2 to rotate.
During the second gear operation, the shifting cylinder 24 drives the shifting fork 16 to drive the gear sleeve 4 to move towards the direction of the second gear output gear 8, one half of the internal spline of the gear sleeve 4 is matched with the key teeth 3 on the output shaft 2, and the other half of the internal spline is matched with the spline on the inner side of the second gear output gear 8, so that the second gear output gear 8 is connected with the output shaft 2. The second input gear shaft 18 transmits the power of the second motor to the first input shaft 7 through the first output gear 23, and the first input shaft 7 transmits the power of the second motor and the power of the first motor to the second output gear 5 through the second input gear 8.
Principle of connection of output shaft 2 and front axle output shaft 10: when the output shaft 2 and the front axle output shaft 10 are disconnected, the connecting shaft gear sleeve 11 is completely sleeved on the front axle output shaft 10, when the connection is needed, the front axle connection oil cylinder 15 drives the connecting shaft shifting fork 13 to drive the connecting shaft gear sleeve 11 to move towards the direction of the output shaft 2, half of the connecting shaft gear sleeve 11 is sleeved on the front axle output shaft 10, and half of the connecting shaft gear sleeve 11 is sleeved on the output shaft 2.
Claims (7)
1. The utility model provides a double motor derailleur for machineshop car, includes output shaft (2) and input shaft, its characterized in that: the two input shafts are respectively provided with a first-gear input gear, the two first-gear input gears and a first-gear output gear (23) are normally meshed, the first-gear output gear (23) and a second-gear output gear (5) are sleeved on the output shaft (2) in an empty mode, the second-gear output gear (5) is normally meshed with a second-gear input gear arranged on the input shafts, and the output shaft (2) is selectively connected with the first-gear output gear (23) or the second-gear output gear (5) through a gear shifting device.
2. The twin motor transmission for a construction vehicle according to claim 1, wherein: the gear shifting device comprises a gear sleeve (4) and a shifting fork (16), wherein the gear sleeve (4) is installed on a key gear (3) in the middle section of the output shaft (2) and is controlled to slide through the shifting fork (16), a first-gear output gear (23) and a second-gear output gear (5) are arranged on two sides of the key gear (3), and a circle of spline with the same diameter as that of the key gear (3) is arranged on each of the side surfaces of the first-gear output gear (23) and the second-gear output gear (5).
3. The twin motor transmission for a construction vehicle according to claim 2, wherein: the shifting fork (16) is driven by a shifting oil cylinder (24).
4. The twin motor transmission for a construction vehicle according to claim 2, wherein: a front axle output shaft (10) is arranged on the axis of the output shaft (2), and the front axle output shaft (10) is connected with the output shaft (2) through a connecting shaft gear sleeve (11).
5. The twin motor transmission for a construction vehicle according to claim 4, wherein: the sliding of the connecting shaft gear sleeve (11) is controlled by a connecting shaft shifting fork (13), and the connecting shaft shifting fork (13) is controlled by a front axle communicating oil cylinder (15).
6. The twin motor transmission for a construction vehicle according to claim 2, wherein: one end of the output shaft (2) is provided with a brake.
7. The twin motor transmission for a construction vehicle according to claim 2, wherein: two input shafts are respectively arranged on two sides of the input shaft (2) through bearings, one input shaft is only provided with a first-gear input gear, and the other input shaft is provided with a first-gear input gear and a second-gear output gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811258624.8A CN111102329A (en) | 2018-10-26 | 2018-10-26 | Double-motor transmission for engineering truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811258624.8A CN111102329A (en) | 2018-10-26 | 2018-10-26 | Double-motor transmission for engineering truck |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111102329A true CN111102329A (en) | 2020-05-05 |
Family
ID=70418419
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811258624.8A Withdrawn CN111102329A (en) | 2018-10-26 | 2018-10-26 | Double-motor transmission for engineering truck |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111102329A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19758125A1 (en) * | 1996-12-31 | 1998-07-02 | Daewoo Heavy Ind Co Ltd | Machine tool gear |
| CN201110351Y (en) * | 2007-11-29 | 2008-09-03 | 段会强 | Hydraulic transmission box |
| CN201322083Y (en) * | 2008-12-29 | 2009-10-07 | 贵州詹阳动力重工有限公司 | Double motor traveling transmission case for hydraulic excavator |
| CN202937794U (en) * | 2012-11-21 | 2013-05-15 | 无锡京华重工装备制造有限公司 | Vertical lathe four-gear speed changing box device |
| CN106394246A (en) * | 2016-11-02 | 2017-02-15 | 贵州詹阳动力重工有限公司 | Control system and control method for synchronization of hydraulic motors, as well as dual-vehicle-body all-terrain vehicle |
-
2018
- 2018-10-26 CN CN201811258624.8A patent/CN111102329A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19758125A1 (en) * | 1996-12-31 | 1998-07-02 | Daewoo Heavy Ind Co Ltd | Machine tool gear |
| CN201110351Y (en) * | 2007-11-29 | 2008-09-03 | 段会强 | Hydraulic transmission box |
| CN201322083Y (en) * | 2008-12-29 | 2009-10-07 | 贵州詹阳动力重工有限公司 | Double motor traveling transmission case for hydraulic excavator |
| CN202937794U (en) * | 2012-11-21 | 2013-05-15 | 无锡京华重工装备制造有限公司 | Vertical lathe four-gear speed changing box device |
| CN106394246A (en) * | 2016-11-02 | 2017-02-15 | 贵州詹阳动力重工有限公司 | Control system and control method for synchronization of hydraulic motors, as well as dual-vehicle-body all-terrain vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| WW01 | Invention patent application withdrawn after publication |
Application publication date: 20200505 |
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| WW01 | Invention patent application withdrawn after publication |