WO2024077991A1

WO2024077991A1 - Electric drive gearbox of construction machine

Info

Publication number: WO2024077991A1
Application number: PCT/CN2023/100335
Authority: WO
Inventors: 闫伟朋; 朱浩月; 石国国; 王伟丽; 户丹丹
Original assignee: 江苏汇智高端工程机械创新中心有限公司
Priority date: 2022-10-14
Filing date: 2023-06-15
Publication date: 2024-04-18
Also published as: CN115899221A

Abstract

The present invention relates to an electric drive gearbox of a construction machine. The electric drive gearbox is an electric drive fixed-spindle structure capable of realizing two gears or three gears, can meet gear requirements of construction machines such as road graders and rough terrain cranes, and has a gear velocity ratio adjustable within a range of 0.8-6.5. At low gear, the transmission route is longest, and the sizes of gears are uniform, so as to achieve a large velocity ratio and bear a large torque. High gear corresponds to the shortest transmission route, and can achieve rapid switching to a small velocity ratio for torque transmission and minimum power loss. Conversion between a multi-gear structure and a less-gear structure can be realized simply and economically by adding or removing an intermediate shaft as well as a clutch and a gear on the intermediate shaft, and the application and maintenance costs of using the multi-gear structure as a less-gear structure is reduced. The gearbox provided by the present invention uses a single-clutch structure, has a simple structure, is easy to machine and manufacture, and can avoid system deformation caused by a long spindle length in a case of a twin-clutch structure, thereby improving the gear transmission precision, reducing noise of a transmission, and improving stability.

Description

An electric drive gearbox for engineering machinery

Technical Field

The present invention relates to the technical field of electric drive technology for engineering machinery, and in particular to an electric drive gearbox for engineering machinery.

Background technique

In recent years, new energy vehicles have been developing rapidly, and the demand for electric-driven engineering machinery vehicles has also been increasing. At present, there are two forms of electric drive systems. One is a system directly driven by a motor + wheel-side reducer. This structure is simple but the control is relatively complex. It is not yet mature and is less used. The other is to use a battery motor instead of the engine on the basis of the traditional drive system to form a transmission system of motor + gearbox + drive axle. This drive system is relatively simple to control and easy to implement.

Since the electric drive motor itself has a wide speed adjustment range and can rotate forward and reverse, the gearbox does not need too many direction gears or speed gears, so the gear function requirements of the gearbox are relatively low, but higher requirements are placed on the compactness of the gearbox structure.

Due to the complex working conditions of engineering vehicles such as graders and off-road tire cranes, they require both large torque when working and high speed when driving. In order to ensure that the motor is in the high-efficiency speed area under different operating modes, the gearbox still needs to have different gears. This requires the gearbox to have a larger speed ratio in the heavy-load working mode and a smaller speed ratio in the high-speed driving mode.

In addition, since electric drive has higher requirements for transmission efficiency, the transmission route of the gearbox is required to be as short as possible to ensure sufficiently high transmission efficiency. Therefore, the electric drive gearbox needs to meet the requirements of wide speed ratio range, simple and compact structure, and high transmission efficiency at the same time.

A Chinese invention patent (application number 202110898611.2) discloses a single-motor drive transmission structure and an engineering vehicle. This scheme adopts a single-motor drive. Through the transmission and clutch shifting structure, it can only realize a direct-connected output single operation mode and two modes of forward driving and reverse driving. Although the structure is simple, the speed ratio range is small, which cannot meet the requirements of engineering vehicles such as graders and off-road tire cranes for gearboxes with three different speed ratios. The current existing electric drive gearbox technical solutions have only two operation and driving modes, a small number of gears, and an insufficient speed ratio range. In addition, the gearbox still uses a transmission structure with two clutch packs installed on one shaft, which increases the length of the shaft and increases the bending deformation of the shaft, which has a great impact on the manufacturing difficulty and cost of the shaft, as well as the life, transmission accuracy of the gears, and noise of the gearbox.

Summary of the invention

In view of the deficiencies in the prior art, the present invention provides an electric drive gearbox for engineering machinery, which adopts a fixed-axis structure with a maximum three gears, can meet the gear requirements of engineering machinery such as graders and off-road tire cranes, and the gear ratio can be adjusted in the range of 0.8 to 6.5. It has strong versatility, is easy to process and manufacture, has low cost, and has high transmission accuracy and low noise.

An electric drive gearbox for engineering machinery comprises an input shaft S-in, an intermediate shaft S-2 and an output shaft S-out.

One end of the input shaft S-in is used to connect to the drive motor. A fixed gear Z4 is fixedly mounted on the input shaft S-in, and a floating gear Z1 is mounted via a clutch C3.

The intermediate shaft S-2 is fixedly mounted with a fixed gear Z2, a fixed gear Z9, and a floating gear Z5 and a floating gear Z7 via a clutch C2. The floating gear Z5 and the floating gear Z7 are coaxially fixed.

The output shaft S-out is fixedly mounted with a fixed gear Z3.

The floating gear Z1 meshes with the fixed gear Z2 , the fixed gear Z2 meshes with the fixed gear Z3 , and the fixed gear Z4 meshes with the floating gear Z5 .

Optionally, the centerline of the input shaft S-in and the centerline of the output shaft S-out are located in the same vertical plane.

Optionally, the clutch C2 and the clutch C3 are both single-pack clutches.

Optionally, the gearbox is used to realize a two-gear working mode.

First gear: the clutch C2 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the fixed gear Z2, and the fixed gear Z3;

Second gear: the clutch C3 is in a engaged state, and power is transmitted to the output shaft S-out via the input shaft S-in, the floating gear Z1, the fixed gear Z2, and the fixed gear Z3.

Optionally, the gearbox further comprises an intermediate shaft S-1, on which a fixed gear Z8 is fixedly mounted and a floating gear Z6 is mounted via a clutch C1, the floating gear Z6 is meshed with the floating gear Z7, and the fixed gear Z8 is meshed with the fixed gear Z9.

Optionally, the axis centerline of the intermediate axis S-1 and the axis centerline of the intermediate axis S-2 are located in the same horizontal plane.

Optionally, the clutch C1 is a single-pack clutch.

Optionally, the gearbox is used to realize a three-gear working mode.

First gear: the clutch C1 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the floating gear Z7, the floating gear Z6, the fixed gear Z8, the fixed gear Z9, the fixed gear Z2, and the fixed gear Z3;

Second gear: the clutch C2 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the fixed gear Z2, and the fixed gear Z3;

Third gear: the clutch C3 is in a engaged state, and power is transmitted to the output shaft S-out via the input shaft S-in, the floating gear Z1, the fixed gear Z2, and the fixed gear Z3.

Compared with the prior art, the technical solution of the present invention has the following beneficial effects: the present invention provides an electric drive fixed-axis gearbox with a maximum of three gears, which can meet the gear requirements of engineering machinery such as graders and off-road tire cranes, and the gear ratio can be adjusted within the range of 0.8 to 6.5. The low-speed gear transmission route is the longest, and the size of each gear is balanced, so that the torque can be quickly switched to a small speed ratio with less power loss. A multi-speed gearbox has an additional intermediate shaft and a clutch and gear on it compared to a low-speed gearbox. The gearbox can meet the needs of more or less gears by adding or reducing the intermediate shaft and the clutches and gears on it, which can greatly reduce the production and use costs. The clutches used in the gearbox are all single-pack structures with simple structures and easy processing and manufacturing, which effectively improves the gear transmission accuracy, reduces the noise of the gearbox, and improves reliability.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a transmission principle diagram of an electric drive gearbox for engineering machinery in Embodiment 1 of the present invention;

FIG2 is an end surface topological diagram of an electric drive gearbox for an engineering machinery in Embodiment 1 of the present invention;

FIG3 is a transmission principle diagram of an electric drive gearbox for engineering machinery in Embodiment 2 of the present invention;

FIG. 4 is an end surface topological diagram of an electric drive gearbox for engineering machinery in the second embodiment of the present invention.

Detailed ways

The following is a description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and conciseness, the description of well-known functions and structures is omitted in the following description.

Embodiment 1

As shown in Figures 1 and 2, an electric drive gearbox for engineering machinery includes an input shaft S-in, an intermediate shaft S-2 and an output shaft S-out. One end of the input shaft S-in is used to connect to a drive motor. A fixed gear Z4 is fixedly mounted on the input shaft S-in, and a floating gear Z1 is installed through a clutch C3. A fixed gear Z2 is fixedly mounted on the intermediate shaft S-2, a fixed gear Z9 is fixedly mounted, and a floating gear Z5 and a floating gear Z7 are installed through a clutch C2. The floating gear Z5 and the floating gear Z7 are coaxially fixed. A fixed gear Z3 is fixedly mounted on the output shaft S-out. The floating gear Z1 meshes with the fixed gear Z2, the fixed gear Z2 meshes with the fixed gear Z3, and the fixed gear Z4 meshes with the floating gear Z5.

More specifically, the axis centerline of the input shaft S-in and the axis centerline of the output shaft S-out are located in the same vertical plane. The clutch C2 and the clutch C3 are both single-pack clutches.

The gearbox of the first embodiment is used to realize a two-gear working mode, wherein:

First gear: Clutch C2 is in the engaged state, and the power is transmitted to the output shaft S-out through the input shaft S-in, fixed gear Z4, floating gear Z5, fixed gear Z2, and fixed gear Z3;

Second gear: Clutch C3 is in the engaged state, and power is transmitted to the output shaft S-out through the input shaft S-in, floating gear Z1, fixed gear Z2, and fixed gear Z3.

The gearbox designed in the first embodiment can realize two gears, meeting the needs of the main engine of the engineering machinery with few gears, and both gears can be realized by only two gear meshings, with a short transmission route and less power loss. The parts in the structure will not be idle, and will participate in the realization of the first gear or the second gear, avoiding the waste of parts and reducing the production and use costs; at the same time, the gearbox adopts a single-pack clutch to avoid the complex double-pack clutch, effectively reducing the production and maintenance costs.

Embodiment 2

As shown in Figures 3 and 4, another electric drive gearbox for engineering machinery, in order to meet the application of the gearbox on the main engine of engineering machinery with multiple gear requirements, the gearbox of this embodiment adds an intermediate shaft S-1 on the basis of the first embodiment, and a fixed gear Z8 is fixedly installed on the intermediate shaft S-1, and a floating gear Z6 is installed through a clutch C1, the floating gear Z6 is meshed with the floating gear Z7, and the fixed gear Z8 is meshed with the fixed gear Z9.

More specifically, the axis centerline of the input shaft S-in and the axis centerline of the output shaft S-out are located in the same vertical plane, and the axis centerline of the intermediate shaft S-1 and the axis centerline of the intermediate shaft S-2 are located in the same horizontal plane.

The clutch C1 is a single-pack clutch, and the clutches C2 and C3 are both single-pack clutches.

The gearbox of the second embodiment is used to realize a three-gear working mode, wherein:

First gear: Clutch C1 is in the engaged state, and the power is transmitted to the output shaft S-out through the input shaft S-in, fixed gear Z4, floating gear Z5, floating gear Z7, floating gear Z6, fixed gear Z8, fixed gear Z9, fixed gear Z2, and fixed gear Z3;

Second gear: Clutch C2 is in the engaged state, and the power is transmitted to the output shaft S-out through the input shaft S-in, fixed gear Z4, floating gear Z5, fixed gear Z2, and fixed gear Z3;

Third gear: Clutch C3 is in the engaged state, and power is transmitted to the output shaft S-out through the input shaft S-in, floating gear Z1, fixed gear Z2, and fixed gear Z3.

The gearbox designed in the second embodiment can achieve three gears and can meet the needs of multi-gear engineering machinery main machines. On the basis of the gearbox in the first embodiment, an intermediate shaft and a clutch, a floating gear and a fixed gear on it are added to add a low-speed gear, namely the first gear. The low-speed gear has the longest transmission path, and the sizes of the gears involved in the transmission are balanced, so as to achieve a large speed ratio and carry a large torque. The second and third gears are both achieved through two gear meshings, with a short transmission path, so as to achieve fast switching of small speed ratios to transmit torque with minimal power loss.

Compared with the prior art, the electric drive fixed-axis power shift transmission provided by the present invention can realize two or three gears, can meet the gear requirements of engineering machinery such as graders and off-road tire cranes, and the gear ratio can be adjusted within the range of 0.8 to 6.5, the low-speed gear transmission route is the longest, the size of each gear is balanced, and a large speed ratio is achieved to carry a large torque, and the high-speed gear transmission route is the shortest, so that a fast switching of a small speed ratio to transmit torque is achieved with minimal power loss. The multi-gear structure and the small-gear structure are realized by adding or removing an intermediate shaft and the clutch and gear thereon, which is simple to convert and reduces the application and maintenance cost of the multi-gear structure for small gears. The transmission provided by the present invention adopts a single-pack clutch structure, which is simple in structure and easy to manufacture. It can avoid system deformation caused by a large shaft length caused by a double-pack clutch structure, thereby improving the gear transmission accuracy, reducing the noise of the transmission, and improving reliability.

The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may occur depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

An electric drive gearbox for engineering machinery, characterized in that it comprises an input shaft S-in, an intermediate shaft S-2 and an output shaft S-out, one end of the input shaft S-in is used to be connected to a drive motor, a fixed gear Z4 is fixedly mounted on the input shaft S-in, and a floating gear Z1 is mounted via a clutch C3,

The intermediate shaft S-2 is fixedly mounted with a fixed gear Z2, a fixed gear Z9, and a floating gear Z5 and a floating gear Z7 via a clutch C2. The floating gear Z5 and the floating gear Z7 are coaxially fixed.

The output shaft S-out is fixedly mounted with a fixed gear Z3.

The floating gear Z1 meshes with the fixed gear Z2 , the fixed gear Z2 meshes with the fixed gear Z3 , and the fixed gear Z4 meshes with the floating gear Z5 .
The gearbox as described in claim 1 is characterized in that the axis centerline of the input shaft S-in and the axis centerline of the output shaft S-out are located in the same vertical plane.
The gearbox as described in claim 1 is characterized in that the clutch C2 and the clutch C3 are both single-pack clutches.
The gearbox according to any one of claims 1 to 3, characterized in that the gearbox is used to realize a two-gear working mode,

First gear: the clutch C2 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the fixed gear Z2, and the fixed gear Z3;

Second gear: the clutch C3 is in a engaged state, and power is transmitted to the output shaft S-out via the input shaft S-in, the floating gear Z1, the fixed gear Z2, and the fixed gear Z3.
The gearbox as claimed in any one of claims 1 to 3 is characterized in that the gearbox also includes an intermediate shaft S-1, on which a fixed gear Z8 is fixedly mounted, and a floating gear Z6 is mounted via a clutch C1, the floating gear Z6 is meshed with the floating gear Z7, and the fixed gear Z8 is meshed with the fixed gear Z9.
The gearbox as described in claim 5 is characterized in that the axis center line of the intermediate shaft S-1 and the axis center line of the intermediate shaft S-2 are located in the same horizontal plane.
The transmission as claimed in claim 5, characterized in that the clutch C1 is a single-pack clutch.
The gearbox according to claim 5, characterized in that the gearbox is used to realize a three-gear working mode,

First gear: the clutch C1 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the floating gear Z7, the floating gear Z6, the fixed gear Z8, the fixed gear Z9, the fixed gear Z2, and the fixed gear Z3;

Second gear: the clutch C2 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the fixed gear Z2, and the fixed gear Z3;

Third gear: The clutch C3 is in the engaged state, and the power is transmitted through the input shaft S-in, the floating gear Z1, the fixed The gear Z2 and the fixed gear Z3 are transmitted to the output shaft S-out.
The gearbox according to claim 6 or 7, characterized in that the gearbox is used to realize a three-gear working mode.

First gear: the clutch C1 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the floating gear Z7, the floating gear Z6, the fixed gear Z8, the fixed gear Z9, the fixed gear Z2, and the fixed gear Z3;

Second gear: the clutch C2 is in the engaged state, and the power is transmitted to the output shaft S-out via the input shaft S-in, the fixed gear Z4, the floating gear Z5, the fixed gear Z2, and the fixed gear Z3;

Third gear: the clutch C3 is in a engaged state, and power is transmitted to the output shaft S-out via the input shaft S-in, the floating gear Z1, the fixed gear Z2, and the fixed gear Z3.