CN204647178U - A kind of transmission for engineering machinery - Google Patents

Abstract

The utility model relates to a transmission for construction machinery. The transmission is combined with a main and auxiliary box to combine a traditional transmission and a side transmission box. The ratio is equal, the speed ratio of the second forward gear and the second reverse gear is equal, which ensures that the power of forward and reverse is equal when working in the same working condition, and further ensures the construction quality; the third forward gear and the fourth gear can be used during transition to improve work efficiency; The double reverse gear design overcomes the disadvantage of the front auxiliary box reversing structure when there are multiple reverse gears in the general transmission, and the disadvantage of first changing the direction and then shifting gears. The working strength makes shifting comfortable and fast; the main and auxiliary boxes share the output shaft and intermediate shaft, which reduces the number of parts, makes the overall structure of the transmission compact, small in size, light in weight, and saves costs.

Description

Transmission for construction machinery

technical field

The utility model relates to a transmission, in particular to a transmission for engineering machinery.

Background technique

Most of the power shift systems for construction machinery rely on imports and the cost remains high, so mechanical shift systems still occupy a part of the market, but ordinary manual shift transmissions have complex structures, large volumes, and high manufacturing costs.

Utility model content

The purpose of the utility model is to overcome the above-mentioned shortcomings in the prior art, and provide a transmission for construction machinery, which has the advantages of small volume, high efficiency and low cost.

In order to achieve the above purpose, the utility model adopts the following technical solutions: it includes a main box and an auxiliary box connected to one end of the main box and the cavity is not connected;

The main box includes: an input shaft arranged parallel to each other in the box, an intermediate shaft of the main box and a reverse intermediate wheel;

The input shaft and the output shaft of the main box are on the same axis, and the front end of the output shaft of the main box is supported in the rear end hole of the input shaft; the input shaft is provided with an input shaft bearing and an input gear; the output shaft of the main box is provided with The second-shaft third-gear wheel, the second-shaft second-gear wheel, the second-shaft first-gear wheel, and the second-shaft reverse gear mesh with the countershaft third-gear gear, countershaft second-gear gear, countershaft first-gear gear, and countershaft reverse gear respectively. First gear and second shaft reverse second gear, the above gears are looped on the output shaft of the main box through needle bearings;

The intermediate shaft of the main box is sequentially fixedly fitted with an intermediate shaft transmission gear, an intermediate shaft third gear, an intermediate shaft second gear, an intermediate first gear and an intermediate reverse gear;

The auxiliary box includes: the first gear of the auxiliary box, the second gear of the auxiliary box, the third gear of the auxiliary box, the output gear and the output shaft arranged in parallel with each other from top to bottom; the two ends of the output shaft are respectively provided with output flanges And connected to the brake disc;

The first gear of the auxiliary box is connected with the output shaft of the main box through a spline; the second gear of the auxiliary box is looped on the intermediate shaft of the main box through a needle bearing.

Between the input gear and the second-shaft third-gear wheel in the main box, between the second-shaft second-gear wheel and the second-shaft first-gear wheel, between the second-shaft reverse first-gear gear and the second-shaft reverse second-gear gear, there are Lock ring synchronizer.

The reverse intermediate gear is a double gear, and is respectively meshed with the two-shaft reverse first gear and the two-shaft reverse second gear.

The main box is a three-axis fixed-axis transmission, and the auxiliary box is a four-axis deceleration box.

The mode of cooperation between the second gear of the auxiliary box and the intermediate shaft of the main box is as follows: the second gear of the auxiliary box is looped on the intermediate shaft of the main box through a needle bearing.

The utility model has the following beneficial effects: compared with the prior art, the utility model includes a main box and an auxiliary box connected to one end of the main box and the cavity is not connected; the main box includes: an input shaft arranged in parallel in the box, a main The intermediate shaft of the case and the reverse gear; the auxiliary case includes: the first gear of the auxiliary case, the second gear of the auxiliary case, the third gear of the auxiliary case, the output gear and the output shaft; The brake disc is connected to the disc; through the transmission combined with the main and auxiliary boxes, the traditional transmission and the side transmission box are combined together. The main box is a four-in and two-back structure. The speed ratio is equal to that of the second gear back, which ensures that the power is equal when working in the same working condition in forward and reverse, and further ensures the construction quality; the third forward gear and the fourth forward gear can be used during transition to improve work efficiency; the double reverse gear design, It overcomes the disadvantage that the front auxiliary box needs to be changed first before shifting gears when there are multiple reverse gears in the general transmission. Only one gear selection and shifting action can be performed to achieve gear shifting, which reduces the driver's work intensity and makes gear shifting comfortable and fast; The main and auxiliary boxes share the output shaft and the intermediate shaft, which reduces the number of parts, makes the overall structure of the transmission compact, small in size, light in weight, and saves costs; and because the cavities of the main and auxiliary boxes are not connected to each other, independent lubricating oil is formed Cavity, while ensuring the lubrication of the gears, it saves the amount of lubricating oil and reduces the cost. The device is suitable for popularization and use in a large area.

Description of drawings

Fig. 1 is the structural representation of this device;

Fig. 2 is a schematic diagram of the structure of the main box;

Fig. 3 is a schematic diagram of the structure of the auxiliary box.

Detailed ways

Below in conjunction with accompanying drawing, the utility model is described in further detail.

Referring to Figure 1-3, the utility model includes a main box and an auxiliary box connected to one end of the main box and the cavity is not connected; Wheel 40; the input shaft 1 and the main box output shaft 3 are on the same axis, and the front end of the main box output shaft 3 is supported in the rear end hole of the input shaft 1; the input shaft 1 is provided with an input shaft bearing 11 and an input gear 12; The output shaft 3 of the main box is provided with the second-axis third-speed wheel 33, the second-axis second-speed wheel 33, and the second-axis second-speed gear 23, which are meshed with the countershaft third-speed gear 23, the countershaft second-speed gear 22, the countershaft first-speed gear 21 and the countershaft reverse gear 20, respectively. Gear wheel 32, two-axis first-gear wheel 31, two-axis reverse first-gear gear 3R1 and two-axis reverse second-gear gear 3R2, the above gears are looped on the main box output shaft 3 through needle bearings; The countershaft transmission gear 24, the countershaft third-speed gear 23, the countershaft second-speed gear 22, the countershaft first-speed gear 21 and the countershaft reverse gear 20 are fixedly fitted; The first gear 71 of the box, the second gear 72 of the auxiliary box, the third gear 73 of the auxiliary box, the output gear 74 and the output shaft 5; the two ends of the output shaft 5 are respectively provided with an output flange 51 and a brake disc connecting disc 52; The first gear 71 of the box is connected with the output shaft 3 of the main box by a spline; the second gear 72 of the auxiliary box is looped on the intermediate shaft 2 of the main box through a needle bearing. Between the input gear 12 and the second shaft third gear 33 in the main box, between the second shaft second gear 32 and the second shaft first gear 31, between the second shaft reverse first gear 3R1 and the second shaft reverse second gear 3R2 There are three sets of lock ring synchronizers. The reverse intermediate gear 40 is a duplex gear, and meshes with the two-shaft reverse first gear 3R1 and the two-shaft reverse second gear 3R2 respectively. The main box is a three-shaft fixed-axis transmission, and the auxiliary box is a four-shaft deceleration box. The mode of cooperation between the second gear 72 of the auxiliary case and the intermediate shaft 2 of the main case is: the second gear 72 of the auxiliary case is looped on the intermediate shaft 2 of the main case through a needle bearing.

Working process: the power of the engine is transmitted to the main box intermediate shaft transmission gear 24 through the input gear 12 on the input shaft 1, and each gear gear on the main box intermediate shaft simultaneously drives the corresponding gear gear on the output shaft to rotate. The gear gear is idle on the output shaft. When the synchronizer is in the neutral position, the output shaft does not rotate; when any synchronizer on the output shaft is combined with an adjacent gear, the power passes through the gear on the output shaft Transmission to the synchronizer gear hub, the output shaft rotates to transmit power: when the 1/2 gear synchronizer is combined with the first gear 31 of the second shaft of the output shaft, the power is transmitted to the first gear 31 of the second shaft through the intermediate shaft first gear 21. The shaft first gear 31 is combined with the 1/2 gear synchronizer to transmit power to the first gear 71 of the auxiliary case on the output shaft 3, and further reduce the speed through the second gear 72 of the auxiliary case, the third gear 73 of the auxiliary case and the output gear 74 The rear output is sent to the flange and transmitted to the transmission shaft, and the transmission outputs the first gear; when the reverse gear synchronizer is combined with the second shaft reverse first gear 3R1, the intermediate shaft reverse gear 20 meshes with the front gear of the reverse intermediate gear 40 , the rear teeth of the reverse intermediate gear 40 mesh with the second-axis reverse first-gear gear 3R1, and the main box output shaft reverse gear synchronizer is connected with the second-axis reverse first-gear wheel to transmit power to the first gear 71 of the auxiliary box. After the second gear 72 of the auxiliary case, the third gear 73 of the auxiliary case, and the output gear 74 are further decelerated, they are output to the flange and delivered to the drive shaft to complete the reverse gear.

Through the combination transmission of the main and auxiliary boxes, the traditional transmission and the side transmission box are combined together. The main box is a four-in and two-back structure. The ratio is equal, which ensures that the power is equal when going forward and backward when working in the same working condition, and further ensures the construction quality; the third forward gear and the fourth forward gear can be used during transitions to improve work efficiency; the double reverse gear design overcomes the common transmission. There is a shortcoming that the front auxiliary box needs to change direction first and then shift gears when the reverse gear is used. Only one gear selection and shift action can realize the gear change, which reduces the driver's work intensity and makes the shift comfortable and fast; the main and auxiliary boxes share the output. Shaft and intermediate shaft reduce the number of parts, make the overall structure of the transmission compact, small in size, light in weight, and save costs; and because the cavities of the main and auxiliary boxes are not connected to each other, independent lubricating oil chambers are formed to ensure that the gears are While lubricating, it saves the amount of lubricating oil and reduces the cost.

Claims (5)

1. a transmission for engineering machinery, is characterized in that: comprise main tank and be connected to main tank one end and the disconnected odd-side of cavity;

Described main tank comprises: input shaft (1) arranged in parallel in casing, main tank jack shaft (2) and reverse gear idle wheel (40);

On the same axis, the front end of main tank output shaft (3) is bearing in the rear stomidium of input shaft (1) for described input shaft (1) and main tank output shaft (3); Input shaft (1) is provided with bearing of input shaft (11) and input gear (12); Main tank output shaft (3) be provided be meshed with third-speed gear of intermediate shaft (23), secondary gear of intermediate shaft (22), jack shaft one grade of gear (21) and countershaft reverse gear (20) respectively two axle third gear take turns (33), two axle second gears take turns (32), one grade, two axle takes turns (31), two axles fall one grade of gear (3R1) and two axles fall intermediate gear (3R2), to cog by needle bearing kink on main tank output shaft (3);

On described main tank jack shaft (2), secure fit has jack shaft driving gear (24), third-speed gear of intermediate shaft (23), secondary gear of intermediate shaft (22), jack shaft one grade of gear (21) and countershaft reverse gear (20) successively;

Described odd-side comprises: odd-side first gear (71) arranged in parallel from top to bottom, odd-side second gear (72), odd-side the 3rd gear (73), output gear (74 and output shaft (5); The two ends of output shaft (5) are respectively arranged with output flange (51) and connect brake disc and connect dish (52);

Described odd-side first gear (71) is connected by spline with main tank output shaft (3); Odd-side second gear (72) by needle bearing kink on main tank jack shaft (2).

2. a kind of transmission for engineering machinery according to claim 1, is characterized in that: the input gear (12) in described main tank and two axle third gear are taken turns between (33), between two axle second gears wheel (32) and one grade, two axles wheel (31), two axles fall one grade of gear (3R1) and two axles fall between intermediate gear (3R2) to be equipped with lock ring type synchronizer.

3. a kind of transmission for engineering machinery according to claim 1, it is characterized in that: described reverse gear idle wheel (40) is duplicate gear, and fall one grade of gear (3R1) and two axles respectively with two axles and fall intermediate gear (3R2) and be meshed.

4. a kind of transmission for engineering machinery according to claim 1, is characterized in that: described main tank is triple axle dead axle speed changer, and odd-side is that four-axle type deceleration is fallen apart from case.

5. a kind of transmission for engineering machinery according to claim 1, is characterized in that: the fit system of described odd-side second gear (72) and main tank jack shaft (2) is: odd-side second gear (72) by needle bearing kink on main tank jack shaft (2).