CN213808692U

CN213808692U - Electric loader transmission system and electric drive assembly

Info

Publication number: CN213808692U
Application number: CN202022698408.4U
Authority: CN
Inventors: 李杉; 邓跃跃; 赵向阳; 陆海峰; 魏毅
Original assignee: Topgear Powertrain Technology Corp
Current assignee: Tebaijia Power Technology Co ltd
Priority date: 2020-11-19
Filing date: 2020-11-19
Publication date: 2021-07-27
Anticipated expiration: 2030-11-19

Abstract

The present disclosure provides an electric loader transmission system and an electric drive assembly, including a transmission body, a motor shifter and a transmission control unit; the transmission body comprises an input shaft, an intermediate shaft, an output shaft, a sliding sleeve type gear shifting mechanism and a gear shifting fork; two gears are arranged on the input shaft; two gears are arranged on the intermediate shaft; the output shaft is provided with a gear; the gear shifting fork is matched with the sliding sleeve type gear shifting mechanism, so that one pair of gears are meshed to form a low-speed gear, or the other pair of gears are meshed to form a high-speed gear; the motor gear shifter is connected with the gear shifting fork, and the motor is adopted to drive the gear shifting fork to move so as to drive the sliding sleeve type gear shifting mechanism to switch between a low-speed gear and a high-speed gear; the transmission control unit is electrically connected with the motor-gear shifter and sends a gear shifting signal to the motor-gear shifter. The present disclosure satisfies both the traction force requirement and the vehicle speed requirement of the electric loader, and achieves high operating efficiency. The gear of the three-shaft gearbox arrangement structure is smaller, the noise is low, and the reliability is high.

Description

Electric loader transmission system and electric drive assembly

Technical Field

The present disclosure relates to an electric loader transmission technology, and more particularly, to an electric loader transmission system and an electric drive assembly.

Background

The transmission system is an important component of the electric loader, and the transmission system mainly aims to drive power from a driving motor to move and operate the loader or other engineering machinery through a transmission shaft, an axle, tires and other components through meshing gear transmission.

Since the working environment of the loader is short-distance shovel loading and other operations, in order to obtain the highest working efficiency, the transmission needs to shift gears as few as possible during the working process, so that the gear shifting action is reduced, the gear shifting time is shortened, the labor intensity of a driver is reduced, the efficiency is improved, and the energy consumption is reduced as much as possible. And now, the traditional loader transmission is often four gears. Because the speed ratio of the low gear is larger, enough traction force can be provided, but the vehicle speed is lower; the high-gear vehicle speed meets the requirement of long-distance running, but the traction force is smaller. Therefore, when the traditional loader works, the high grade is adopted before the traditional loader reaches a material pile, so that the speed of the loader is high, and the efficiency is improved; and when the material reaches the material pile, the material pile needs to be shifted to a low gear so that the loader can obtain enough traction force and the carrying operation is ensured. During operation, the driver is required to frequently shift gears between low and high gears.

The traditional loader speed changer mostly adopts a 4-shaft or 5-shaft arrangement structure, the number of gears, shafts and bearings is large, the number of meshed gear pairs is large during transmission, and the structure not only has the advantages of large number of parts, high cost and low transmission efficiency.

In addition, a multi-plate clutch gear shifting mechanism is adopted in the traditional loader transmission, the structure is complex, the cost is high, and the damage caused by overheating sintering is easy to occur.

Furthermore, the external gear shifting mechanism of the traditional loader transmission adopts a hydraulic gear shifting control valve, the structure is complex, the cost is high, and the sealing problems such as hydraulic leakage and the like are easy to generate.

SUMMERY OF THE UTILITY MODEL

To solve or at least alleviate at least one of the above technical problems, the present disclosure provides an electric loader transmission system and an electric drive assembly, which achieve optimized power and torque transmission of a vehicle, meet the requirements of the vehicle on traction force, speed and efficiency, reduce the number of parts, reduce transmission noise of a transmission shaft, and have higher reliability.

According to one aspect of the present disclosure, an electric loader transmission system includes a transmission body, a motor shifter, and a transmission control unit;

the transmission body comprises an input shaft, an intermediate shaft, an output shaft, a sliding sleeve type gear shifting mechanism and a gear shifting fork; the input shaft is provided with a first gear and a third gear; a second gear and a fourth gear are arranged on the intermediate shaft; a fifth gear is arranged on the output shaft; the fourth gear is in meshed transmission with the fifth gear; the gear shifting fork is matched with the sliding sleeve type gear shifting mechanism, so that the first gear is meshed with the second gear to form a low-speed gear, or the third gear is meshed with the fourth gear to form a high-speed gear;

the motor gear shifter is connected with the gear shifting fork, and the motor is adopted to drive the gear shifting fork to move so as to drive the sliding sleeve type gear shifting mechanism to switch between a low-speed gear and a high-speed gear;

the transmission control unit is electrically connected with the motor-gear shifter and sends a gear shifting signal to the motor-gear shifter.

According to at least one embodiment of the present disclosure, the sliding sleeve type gear shift mechanism includes a sliding sleeve, the first gear and the third gear are sleeved on the input shaft through splines, and one end of the gear shift fork is connected with the sliding sleeve, so that the sliding sleeve slides between the first gear and the third gear; external teeth are arranged outside the sliding sleeve; the surfaces of the first gear and the third gear, which are opposite to the input shaft, are provided with internal teeth, and the internal teeth are used for being meshed with external teeth outside the sliding sleeve; and clamp springs, spline pads and adjusting pads are arranged between the first gear and the input shaft, and between the third gear and the input shaft.

According to another aspect of the present disclosure, an electric loader transmission system includes a transmission body, a motor shifter, and a transmission control unit;

the transmission body comprises an input shaft, an intermediate shaft, an output shaft, a sliding sleeve type gear shifting mechanism and a gear shifting fork; a first gear is arranged on the input shaft; a second gear and a fourth gear are arranged on the intermediate shaft; a third gear and a fifth gear are arranged on the output shaft; the first gear is in meshed transmission with the second gear; the gear shifting fork is matched with the sliding sleeve type gear shifting mechanism, so that the fifth gear is meshed with the fourth gear to form a low-speed gear, or the third gear is meshed with the second gear to form a high-speed gear;

According to at least one embodiment of the present disclosure, the sliding sleeve type gear shift mechanism includes a sliding sleeve, the third gear and the fifth gear are sleeved on the output shaft through splines, and one end of the gear shift fork is connected with the sliding sleeve, so that the sliding sleeve slides between the third gear and the fifth gear; external teeth are arranged outside the sliding sleeve; the surfaces of the gear III and the gear V, which are opposite to the output shaft, are provided with internal teeth, and the internal teeth are used for being meshed with external teeth outside the sliding sleeve; clamp springs, spline pads and adjusting pads are arranged between the third gear and the fifth gear and the output shaft.

According to at least one embodiment of the present disclosure, the speed ratio of the low gear is 2.45-3.0; the speed ratio of the high-speed gear is 0.85-1.25.

According to at least one embodiment of the present disclosure, a hand brake is connected to the output shaft for manually braking the output shaft.

According to at least one embodiment of the present disclosure, the input shaft, the intermediate shaft and the output shaft are arranged in parallel, and the first gear, the second gear, the third gear, the fourth gear and the fifth gear are straight gears, helical gears or herringbone gears.

According to at least one embodiment of the present disclosure, the transmission control unit receives signals and sends commands to the motor shifter via a CAN bus.

According to at least one embodiment of the present disclosure, the motor shifter employs a Y motor to drive the shift fork to move.

According to yet another aspect of the present disclosure, an electric loader electrical drive assembly includes the transmission system of any of the above and a drive motor;

the driving motor is fixedly connected with the transmission body; and the output end of the driving motor is directly connected with the input shaft of the speed changer body.

The speed changer body of the speed changer system of the electric loader adopts two-gear design, namely a high-speed gear and a low-speed gear, adopts a three-shaft structure, namely an input shaft, a middle shaft and an output shaft, is provided with three pairs of meshing gears, adopts a sliding sleeve structure form to be matched with a gear shifting fork, adopts a motor gear shifter to drive the gear shifting fork for external gear shifting, and is provided with a gear shifting Control Unit (TCU). The traction force requirement and the speed requirement of the electric loader are met, high operation efficiency is obtained, and the labor intensity of a driver is greatly reduced. Meanwhile, the gear diameter of the three-shaft gearbox arrangement structure is smaller than that of a two-shaft structure, transmission noise is smaller, the load borne by the tooth surface of a single gear is smaller, and reliability is higher. The electric drive assembly of the electric loader adopts a structure that the drive motor is directly connected with the input shaft of the speed changer body, the middle transmission shaft is removed, the number of parts is reduced, the transmission noise of the transmission shaft is reduced, and the parts and the system cost are saved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the disclosure and together with the description serve to explain the principles of the disclosure.

FIG. 1 is a schematic diagram of an exemplary configuration of an electric loader transmission system of the present disclosure.

Fig. 2 is a low gear power transmission scheme of the electric loader transmission system of the present disclosure.

Fig. 3 is a high gear power transmission roadmap for the electric loader transmission system of the present disclosure.

Fig. 4 is an exemplary structural schematic diagram of the sliding sleeve type shift mechanism of the present disclosure.

Fig. 5 is a schematic diagram of an exemplary configuration of an electric loader transmission system of the present disclosure.

Fig. 6 is a low gear power transmission scheme of the electric loader transmission system of the present disclosure.

Fig. 7 is a high gear power transmission route diagram of the electric loader transmission system of the present disclosure.

Fig. 8 is an exemplary structural schematic diagram of the sliding sleeve type shift mechanism of the present disclosure.

Description of reference numerals:

100-motor shifter; 200-a transmission body; 21-an input shaft; 22-an output shaft; 23-sliding sleeve type gear shifting mechanism; 231-a sliding sleeve; 232-clamp spring; 233-spline pad; 234-a conditioning pad; 24-shift forks; 25-intermediate shaft; Z1-Gear one; Z2-Gear two; Z3-Gear three; Z4-Gear four; Z5-Gear five; 300-hand brake; 400-an output flange; 500-driving a motor; 600-transmission control unit.

Detailed Description

The present disclosure will be described in further detail with reference to the drawings and embodiments. It is to be understood that the specific embodiments described herein are for purposes of illustration only and are not to be construed as limitations of the present disclosure. It should be further noted that, for the convenience of description, only the portions relevant to the present disclosure are shown in the drawings.

It should be noted that the embodiments and features of the embodiments in the present disclosure may be combined with each other without conflict. The present disclosure will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The transmission needs to shift gears as few as possible in the operation process of the electric loader, so that the gear shifting action is reduced, the labor intensity of a driver is reduced, and the efficiency can be improved. The setting of the gear number and the selection of the speed ratio of the transmission system are required to be sufficient and reasonable so as to meet the requirements of different working conditions and different working actions on traction force and vehicle speed and reduce energy consumption. The applicant researches and researches the transmission of the existing electric loader, and finds that the transmission of the existing electric loader is generally provided with four gears, adopts a 4-shaft or 5-shaft arrangement structure, is not reasonable enough in speed ratio setting of each gear, cannot meet the requirements of traction force and vehicle speed, and is large in number of parts, high in cost and low in transmission efficiency. In the aspects of gear shifting mode and structure, a multi-plate clutch gear shifting mechanism is adopted in the existing electric loader transmission, the structure is complex, the cost is high, and the transmission is easy to damage due to overheating and sintering. The external gear shifting mechanism adopts a hydraulic gear shifting control valve, the structure is complex, the cost is high, and the sealing problems such as hydraulic leakage and the like are easy to generate.

The electric loader transmission system of the present disclosure has two different embodiments, the structure of the first embodiment is shown in fig. 1 to 4; the structure of the second embodiment is shown in fig. 5 to 8.

Example one

In accordance with one aspect of the present disclosure, reference is made to an exemplary schematic structural diagram of an electric loader transmission system as shown in FIG. 1; an electric loader Transmission system is provided for an electric loader, including a Transmission body 200, a motor shifter 100, and a Transmission Control Unit (TCU).

The transmission body 200 includes an input shaft 21, an intermediate shaft 25, an output shaft 22, a sliding sleeve type shift mechanism 23, and a shift fork 24. The input shaft 21, the intermediate shaft 25 and the output shaft 22 are rotatably mounted in the case of the transmission body 200 through bearings, forming a three-shaft arrangement structure. The specific structure and size of the input shaft 21, the intermediate shaft 25 and the output shaft 22 are different according to different motor powers and torques, different loader types and different loading masses. The input shaft 21 is provided with a first gear Z1 and a third gear Z3; a second gear Z2 and a fourth gear Z4 are arranged on the intermediate shaft 25; the output shaft 22 is provided with a five Z5 gear. The first gear Z1 and the second gear Z2 are a group of mutually matched (meshed or separated) gear pairs, the diameter of the first gear Z1 is smaller than that of the second gear Z2, the third gear Z3 and the fourth gear Z4 are a group of mutually matched (meshed or separated) gear pairs, the diameter of the third gear Z3 is larger than that of the fourth gear Z4, and the input shaft 21 transmits power to the intermediate shaft 25 through the meshing of the first gear Z1 and the second gear Z2 or through the meshing of the third gear Z3 and the fourth gear Z4. The gear four Z4 and the gear five Z5 are a group of constantly meshed transmission gear pairs, the diameter of the gear four Z4 is smaller than that of the gear five Z5, the intermediate shaft 25 transmits power to the output shaft 22 through the meshing of the gear four Z4 and the gear five Z5, and three groups of gear pair matching structures are formed, namely, a pair of low-speed gears (gear one Z1 and gear two Z2), a pair of high-speed gears (gear three Z3 and gear four Z4) and a pair of constantly meshed gears (gear four Z4 and gear five Z5). The diameter, thickness and tooth number of the gear are designed according to different changes of transmission torque, rotating speed, speed ratio and the like. The transmission structure with three shafts and three groups of gear pairs has smaller gear size, lower transmission noise and higher stability and reliability.

The sliding sleeve type gear shifting mechanism 23 is arranged on the input shaft 21, and the gear shifting fork 24 is matched with the sliding sleeve type gear shifting mechanism 23, so that the first gear Z1 is meshed with the second gear Z2 to form a low-speed gear, or the third gear Z3 is meshed with the fourth gear Z4 to form a high-speed gear. Gear four Z4 is always engaged with gear five Z5, whether in low or high gear. Referring to the low gear power transmission route diagram shown in fig. 2, in the low gear, the power of the input shaft 21 is transmitted to the intermediate shaft 25 through the first gear Z1 and the second gear Z2, and then transmitted to the output shaft through the fourth gear Z4 and the fifth gear Z5; referring to the power transmission route diagram in the high gear shown in fig. 3, in the high gear, the power of the input shaft 21 is transmitted to the intermediate shaft 25 through the third gear Z3 and the fourth gear Z4, and then transmitted to the output shaft through the fourth gear Z4 and the fifth gear Z5. The size of the sliding sleeve type shifting mechanism 23 is different according to the different motor power and torque, the different loader types and the different loading quality. The sleeve type shifting mechanism 23, also called a synchronizer structure, functions to smoothly engage gears to be engaged at a uniform rotational speed during shifting. The following is one possible implementation of the structure and principles of operation. The sliding sleeve on the shaft is sleeved on the main shaft through an involute spline, and the sliding sleeve is moved to enable the joint teeth of the sliding sleeve to be meshed with the inner joint teeth of the gear on the shaft to transmit power. The engaging tooth ends in the sliding sleeve and the gear on the shaft are at the same taper angle. Because the shaft and the gear on the shaft are in a floating state, the two conical surfaces can play a certain role in self-centering and synchronization when in gear engagement.

In the process of gear shifting, the gear sleeve 23 (equivalent to a sliding sleeve) is driven by the gear shifting fork 24 to approach to the gear engaging teeth, and when the difference between the rotating speeds of the gear and the sliding sleeve is small enough, the engaging teeth on the gear sleeve and the engaging teeth on the gear are engaged smoothly to transmit power.

Alternatively, refer to an exemplary schematic structure of the sliding sleeve type gearshift mechanism shown in fig. 4; the sliding sleeve type gear shift mechanism comprises a sliding sleeve 231, the sliding sleeve 231, a first gear Z1 and a third gear Z3 are arranged on the input shaft 21 through a spline sleeve, one end of a shift fork 24 is connected with the sliding sleeve 231, and the sliding sleeve 231 slides between the first gear Z1 and the third gear Z3. The outer part of the sliding sleeve 231 is provided with outer teeth; the surfaces of the first gear Z1 and the third gear Z3 opposite to the input shaft 21 are provided with internal teeth, and when the sliding sleeve 231 slides to the position of the gear needing transmission, the external teeth of the sliding sleeve can be meshed with the internal teeth of the first gear or the third gear for transmission. A snap spring 232, a spline pad 233 and an adjusting pad 234 are arranged between the gear one Z1 and the gear three Z3 and the input shaft 21.

The motor shifter 100 is connected with the gear shift fork 24, and the motor is adopted to drive the gear shift fork 24 to move so as to drive the sliding sleeve type gear shift mechanism 23 to switch between a low-speed gear and a high-speed gear. The gear shifting force is provided by the gear shifting motor, the gear shifting sliding sleeve in the transmission is driven by the gear shifting fork 24, the output force of the motor gear shifter 100 replaces manual operation to realize the gear shifting function, and the labor intensity of an operator is reduced. The gear shifting motor is electrically driven, can better realize signal transmission and reception with other electric equipment, is easier to realize accurate control, obtains more accurate gear shifting performance, and is easier to realize the electric intelligence of the loader.

The transmission control unit is electrically connected with the motor-driven shifter 100 and sends a gear shifting signal to the motor-driven shifter 100, and the transmission control unit realizes a transmission gear shifting function through control logic. The transmission control unit commands the motor gear shifter to execute gear shifting action through gear shifting logic according to the working condition and the working action of the electric loader, so that reasonable automatic gear shifting action is realized, the working efficiency of the machine is improved, and the working intensity of a driver is reduced.

The transmission system is installed and fixed on the loader chassis through a designed bracket, so that the transmission system and other related parts can work safely and efficiently in a stable and reliable environment.

As can be seen from the above, the transmission body 200 of the electric loader transmission system of the present disclosure adopts a two-gear design, i.e., a high-speed gear and a low-speed gear, and adopts a three-shaft structure, i.e., the input shaft 21, the intermediate shaft 25, and the output shaft 22, to provide three pairs of meshing gears, the internal gear shift adopts a sliding sleeve structure to be matched with the gear shift fork 24, the external gear shift adopts the motor shifter 100 to drive the gear shift fork 24, and a gear shift control unit is configured. The traction force requirement and the speed requirement of the electric loader are met, high operation efficiency is obtained, and the labor intensity of a driver is greatly reduced. Simultaneously, triaxial gearbox arrangement structure form is for the diaxon structure, and the diameter of gear is littleer, and weight is lighter, and transmission noise is littleer, and the load that single gear tooth face bore is littleer, and the reliability is higher.

In one embodiment of the disclosure, the speed ratio of the low gear is 2.45-3.0; the speed ratio of the high-speed gear is 0.85-1.25. The low gear is mainly used for work, and the high gear is mainly used for long-distance actions such as machine transition. The low-gear speed ratio is set to be 2.45-3.0, so that the requirements on traction force and vehicle speed during operation of the loader can be met, and the operation efficiency is fully improved; and the high-speed gear speed ratio is set to be 0.85-1.25, so that the requirement of remote working conditions such as vehicle transition and the like on the vehicle speed is met, and the transition time is shortened. According to different vehicles, different working conditions and loads, different specific speed ratios can be selected and set within the setting range of the speed ratios, so that the optimized power and torque transmission of the vehicle is realized, the requirements of the vehicle on traction force, speed and efficiency are met, and the lowest vehicle energy consumption requirement is realized.

In one embodiment of the present disclosure, a hand brake is connected to the output shaft 22 for manually braking the output shaft 22. In a normal state, the hand brake is in a release state and is used when manual braking is needed.

In one embodiment of the present disclosure, the input shaft 21, the intermediate shaft 25 and the output shaft 22 are arranged in parallel, and the gear one Z1, the gear one Z2, the gear one Z3, the gear one Z4 and the gear five Z5 are arranged as spur gears, helical gears or herringbone gears. The parallel three-axis structure is convenient to maintain and use.

In one embodiment of the present disclosure, the transmission control unit may receive signals and send commands to the motor shifter 100 via the CAN bus. First, the transmission control unit CAN receive signals of various relevant components and the whole vehicle through the CAN bus, obtain a gear shifting instruction through gear shifting logic judgment and processing, and send the gear shifting instruction to the motor shifter 100 through the CAN bus.

In one embodiment of the present disclosure, the motor shifter 100 may use a Y motor to drive the shift fork 24 to move. The Y motor is a cage-type rotor asynchronous motor, the protection grade is IP44, and the Y motor has the advantages of high efficiency, energy conservation, high starting torque, low noise, high reliability, long service life and the like.

In one embodiment of the present disclosure, an output flange is provided at an end of the output shaft 22 protruding outside the transmission body 200. The output flange is used for connecting other components and transmitting the output of the transmission. For example, the power transmitted by the transmission system is transmitted to the whole vehicle through the output flange, so that the walking and working functions of the machine are realized.

Example two

In accordance with one aspect of the present disclosure, reference is made to an exemplary schematic structural diagram of the electric loader transmission system illustrated in FIG. 5; an electric loader Transmission system is provided for an electric loader, including a Transmission body 200, a motor shifter 100, and a Transmission Control Unit (TCU).

The transmission body 200 includes an input shaft 21, an intermediate shaft 25, an output shaft 22, a sliding sleeve type shift mechanism 23, and a shift fork 24. The input shaft 21, the intermediate shaft 25 and the output shaft 22 are rotatably mounted in the case of the transmission body 200 through bearings, forming a three-shaft arrangement structure. The specific structure and size of the input shaft 21, the intermediate shaft 25 and the output shaft 22 are different according to different motor powers and torques, different loader types and different loading masses. A first gear Z1 is arranged on the input shaft 21; a second gear Z2 and a fourth gear Z4 are arranged on the intermediate shaft 25; the output shaft 22 is provided with a gear three Z3 and a gear five Z5. The first gear Z1 and the second gear Z2 are a group of constantly meshed transmission gear pairs, the diameter of the first gear Z1 is smaller than that of the second gear Z2, and the input shaft 21 transmits power to the intermediate shaft 25 through meshing of the first gear Z1 and the second gear Z2. The three-gear Z3 and the two-gear Z2 are a group of mutually matched (meshed or separated) gear pairs, the diameter of the three-gear Z3 is smaller than that of the two-gear Z2, the five-gear Z5 and the four-gear Z4 are a group of mutually matched (meshed or separated) gear pairs, the diameter of the four-gear Z4 is smaller than that of the five-gear Z5, the intermediate shaft 25 is meshed with the three-gear Z3 through the two-gear Z2, or power is transmitted to the output shaft 22 through the meshing of the four-gear Z4 and the five-gear Z5, and three groups of gear pair matching structures are formed, namely, a pair of low-gear gears (four-gear Z4 and five-gear Z5), a pair of high-gear gears (two-gear Z2 and three-gear Z3), and a pair of constantly meshed gears (one-gear Z1 and two-gear Z2). The diameter, thickness and tooth number of the gear are designed according to different changes of transmission torque, rotating speed, speed ratio and the like. The transmission structure with three shafts and three groups of gear pairs has smaller gear size, lower transmission noise and higher stability and reliability.

The sliding sleeve type gear shifting mechanism 23 is arranged on the output shaft 22, and the gear shifting fork 24 is matched with the sliding sleeve type gear shifting mechanism 23, so that the five Z5 gear is meshed with the four Z4 gear to form a low-speed gear, or the three Z3 gear is meshed with the two Z2 gear to form a high-speed gear. Regardless of whether the low gear or the high gear is used, the first gear Z1 and the second gear Z2 are always engaged. Referring to the low gear power transmission route diagram shown in fig. 6, in the low gear, the power of the input shaft 21 is transmitted to the intermediate shaft 25 through the first gear Z1 and the second gear Z2, and then transmitted to the output shaft through the fourth gear Z4 and the fifth gear Z5; referring to the power transmission route diagram in the high gear shown in fig. 7, in the high gear, the power of the input shaft 21 is transmitted to the intermediate shaft 25 through the first gear Z1 and the second gear Z2, and then transmitted to the output shaft through the second gear Z2 and the third gear Z3. The size of the sliding sleeve type shifting mechanism 23 is different according to the different motor power and torque, the different loader types and the different loading quality. The sleeve type shifting mechanism 23, also called a synchronizer structure, functions to smoothly engage gears to be engaged at a uniform rotational speed during shifting. The following is one possible implementation of the structure and principles of operation. The sliding sleeve on the shaft is sleeved on the main shaft through an involute spline, and the sliding sleeve is moved to enable the joint teeth of the sliding sleeve to be meshed with the inner joint teeth of the gear on the shaft to transmit power. The engaging tooth ends in the sliding sleeve and the gear on the shaft are at the same taper angle. Because the shaft and the gear on the shaft are in a floating state, the two conical surfaces can play a certain role in self-centering and synchronization when in gear engagement.

Alternatively, refer to an exemplary schematic structure of the sliding sleeve type gearshift mechanism shown in fig. 8; the sliding sleeve type gear shifting mechanism comprises a sliding sleeve 231, the sliding sleeve 231, a gear three Z3 and a gear five Z5 are sleeved on the output shaft 22 through splines, one end of a gear shifting fork 24 is connected with the sliding sleeve 231, and the sliding sleeve 231 slides between the gear three Z3 and the gear five Z5. The outer part of the sliding sleeve 231 is provided with outer teeth; the surfaces of the three gear Z3 and the five gear Z5 opposite to the output shaft 22 are provided with internal teeth, and when the sliding sleeve 231 slides to the position of the gear needing transmission, the external teeth of the sliding sleeve can be meshed with the internal teeth of the three gear or the five gear for transmission. A snap spring 232, a spline pad 233 and an adjusting pad 234 are arranged between the gear three Z3 and the gear five Z5 and the output shaft 22.

Except for the differences between the second embodiment and the first embodiment, other embodiments are the same as the first embodiment and can be combined with each other in an intersecting manner, and are not described again here.

According to a further aspect of the present disclosure, there is provided an electric drive assembly for an electric loader, being a pure electric drive assembly, comprising the transmission system described in any of the embodiments above and a drive motor.

The driving motor is fixedly connected with the transmission body 200; the output end of the driving motor is directly connected to the input shaft 21 of the transmission body 200. The direct connection interface is designed between the driving motor and the transmission body 200, the middle transmission shaft is removed, the number of parts is reduced, the transmission noise of the transmission shaft is reduced, and the parts and the system cost are saved.

In one embodiment of the present disclosure, the driving motor may be a permanent magnet synchronous motor or a switched reluctance motor.

It should be noted that the transmission system and electric drive assembly of the present disclosure may also be used in other work machines that function similarly to an electric loader.

In conclusion, the transmission system and the electric drive assembly disclosed by the invention are arranged by adopting two gears, the low-speed gear is mainly used for working conditions, and the high-speed gear is mainly used for remote working conditions such as transition, so that the gear shifting times of a driver during working are reduced, the working efficiency is improved, and the labor intensity is reduced. The speed ratio of the low-speed gear is 2.45-3.0, the requirements of the loader on traction force and vehicle speed during operation can be met, and the operation efficiency is fully improved; and the speed ratio of the high-speed gear is 0.85-1.25, so that the requirement of remote working conditions such as vehicle transition and the like on the vehicle speed is met, and the transition time is shortened. The arrangement form of the three shafts and the three pairs of meshed gears ensures that the transmission route is simple and clear, the number of meshed gear pairs and the diameter of the gears are balanced during transmission, the transmission efficiency is improved, and the reliability is higher; the external motor gear shifter is matched with a sliding sleeve gear shifting mechanism in the transmission to realize the function of speed change and gear shifting, and the motor is used as a gear shifting actuating mechanism, so that the gear shifting is accurate, the control is accurate, and the electric intellectualization of the machine is easy to realize; the arrangement of the transmission control unit TCU can realize automatic and efficient gear shifting action by adopting a gear shifting logic program, reduce energy consumption and reduce the working intensity of drivers.

In addition, compared with the traditional loader transmission, the optimized structural arrangement of the system has the advantages of simple and clear structure, relatively simple maintenance and lower maintenance and use cost, saves the cost for users and improves the benefit.

In the description herein, reference to the description of the terms "one embodiment/mode," "some embodiments/modes," "example," "specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment/mode or example is included in at least one embodiment/mode or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to be the same embodiment/mode or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments/modes or examples. Furthermore, the various embodiments/aspects or examples and features of the various embodiments/aspects or examples described in this specification can be combined and combined by one skilled in the art without conflicting therewith.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

It will be understood by those skilled in the art that the foregoing embodiments are merely for clarity of illustration of the disclosure and are not intended to limit the scope of the disclosure. Other variations or modifications may occur to those skilled in the art, based on the foregoing disclosure, and are still within the scope of the present disclosure.

Claims

1. An electric loader transmission system is characterized by comprising a transmission body, a motor shifter and a transmission control unit;

2. The electric loader transmission system of claim 1, wherein the sliding sleeve type shift mechanism comprises a sliding sleeve, the first gear and the third gear are sleeved on the input shaft through splines, and one end of the shift fork is connected with the sliding sleeve so that the sliding sleeve slides between the first gear and the third gear; external teeth are arranged outside the sliding sleeve; the surfaces of the first gear and the third gear, which are opposite to the input shaft, are provided with internal teeth, and the internal teeth are used for being meshed with external teeth outside the sliding sleeve; and clamp springs, spline pads and adjusting pads are arranged between the first gear and the input shaft, and between the third gear and the input shaft.

3. An electric loader transmission system is characterized by comprising a transmission body, a motor shifter and a transmission control unit;

4. The electric loader transmission system of claim 3, wherein the sliding sleeve type gear shift mechanism comprises a sliding sleeve, the third gear and the fifth gear are sleeved on the output shaft through splines, and one end of the shift fork is connected with the sliding sleeve, so that the sliding sleeve slides between the third gear and the fifth gear; external teeth are arranged outside the sliding sleeve; the surfaces of the gear III and the gear V, which are opposite to the output shaft, are provided with internal teeth, and the internal teeth are used for being meshed with external teeth outside the sliding sleeve; clamp springs, spline pads and adjusting pads are arranged between the third gear and the fifth gear and the output shaft.

5. The electric loader transmission system of claim 1 or 3, wherein the speed ratio of the low gear is 2.45-3.0; the speed ratio of the high-speed gear is 0.85-1.25.

6. The electric loader transmission system of claim 1 or 3, wherein a hand brake is connected to the output shaft for manually braking the output shaft.

7. The electric loader transmission system of claim 1 or 3, where the input shaft, the intermediate shaft, and the output shaft are arranged in parallel, and the first gear, the second gear, the third gear, the fourth gear, and the fifth gear are spur gears, helical gears, or herringbone gears.

8. The electric loader transmission system of claim 1 or 3, wherein the transmission control unit receives signals and sends commands to the motor shifter over a CAN bus.

9. The power loader transmission system of claim 1 or 3, wherein the motor shifter uses a Y motor to drive the shift fork motion.

10. An electric drive assembly for an electric loader comprising a transmission system according to any one of claims 1 to 9 and a drive motor;