CN109703619B - Combined double-flow transmission mechanism - Google Patents
Combined double-flow transmission mechanism Download PDFInfo
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- CN109703619B CN109703619B CN201910118144.XA CN201910118144A CN109703619B CN 109703619 B CN109703619 B CN 109703619B CN 201910118144 A CN201910118144 A CN 201910118144A CN 109703619 B CN109703619 B CN 109703619B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The application discloses combined type double-flow drive mechanism, including first driving motor, second driving motor, first clutch, second clutch, third clutch, first zero axis, second zero axis, first conflux planet row and second conflux planet row, wherein: the first driving motor and the second driving motor are respectively connected with the first clutch and the second clutch in a transmission way; the first clutch and the second clutch are respectively arranged on the first zero shaft and the second zero shaft; a third clutch is arranged between the first zero shaft and the second zero shaft; the first zero-axis transmission is connected with the sun gear of the first busbar, and the second zero-axis transmission is connected with the sun gear of the second busbar. When the first clutch and the second clutch are respectively combined and the third clutch is separated, the independent double-flow transmission is realized; when the third clutch is combined and one of the first clutch and the second clutch is combined and the other clutch is separated, zero differential speed double-flow transmission is realized, and the fusion of the two double-flow transmissions is realized.
Description
Technical Field
The invention belongs to the technical field of crawler chassis transmission, and relates to a combined double-flow transmission mechanism.
Background
At present, the high-speed crawler chassis generally adopts double-flow transmission, has two types of differential speed and independent type, and with the development of hydrostatic drive and other technologies, more and more adopts zero differential speed double-flow transmission, mainly adopts zero differential speed double-flow transmission, and has the advantages of simple structure, convenient operation and control, stable steering and the like. However, the advantages of wide speed change range and good speed regulation performance of hydrostatic drive in zero differential speed double-flow transmission are that the hydrostatic drive is only used in differential speed direction, and the hydrostatic drive does not play a role in direct drive speed change drive. The independent double-flow transmission is regarded as the independent driving of the two sides of the steering shunt, so that the differential speed of the two sides during steering can be realized, and the chassis can be synchronously driven to advance and retreat by the two sides. I.e. when the straight-going shunt is working, it can increase the forward or reverse speed; when the brake is applied to the straight driving shunt, the brake can be independently driven at two sides within a certain speed, and the good working performance of the existing well-known skid steer loader, full hydraulic bulldozer and the like is achieved. This feature is beneficial to a crawler chassis with low-speed operation requirements.
However, since the low-speed side is required to be changed from the output power to the absorption power when the high-speed crawler chassis is steered at a large radius, and the hydrostatic drive is difficult to achieve in general, the independent double-flow transmission of the high-speed crawler chassis is still a mechanical transmission in many cases. The full hydraulic bulldozer, the skid steer loader and the like have good low-speed operation performance by adopting a hydraulic independent driving mode, but are difficult to realize high speed.
Disclosure of Invention
To solve the problems set forth in the background art. The invention provides a composite double-flow transmission mechanism integrating two steering functions of differential type and independent type, which realizes the double advantages of keeping zero differential speed stable steering during high-speed running and hydrostatic independent driving operation during low-speed operation. In order to achieve the above purpose, the present invention provides the following technical solutions:
the utility model provides a combined type double flow drive mechanism, includes first driving motor, second driving motor, first clutch, second clutch, third clutch, first zero-axis, second zero-axis, first conflux planet row and second conflux planet row, wherein: the first driving motor is in transmission connection with the first clutch, and the second driving motor is in transmission connection with the second clutch; the first clutch is arranged on the first zero shaft, and the second clutch is arranged on the second zero shaft; a third clutch is arranged between the first zero shaft and the second zero shaft; the first zero shaft is connected with a first sun gear of the first confluence planetary bar through gear transmission, and the second zero shaft is connected with a second sun gear of the second confluence planetary bar through gear transmission.
Optionally, a fourth clutch is further installed on the first zero shaft at a position close to the third clutch, and the fourth clutch is in transmission connection with the first driving motor.
Optionally, the first clutch and the second clutch are respectively combined, and the third clutch and the fourth clutch are respectively separated, so that independent double-flow transmission is realized; or the fourth clutch and the second clutch are respectively combined, the third clutch and the first clutch are respectively separated, and independent double-flow transmission is realized;
the third clutch is combined, one of the first clutch, the second clutch and the fourth clutch is combined, and the other two of the first clutch, the second clutch and the fourth clutch are separated, so that zero differential double-flow transmission is realized.
Optionally, the transmission ratio between the first zero shaft and the first clutch and the transmission ratio between the first zero shaft and the fourth clutch are different.
Optionally, the first drive motor is geared with the fourth clutch.
Optionally, the compound dual-flow transmission mechanism further comprises a speed change mechanism, wherein: the first gear ring of the first confluence planetary bar and the second gear ring of the second confluence planetary bar are respectively connected with a speed change mechanism, the first planet carrier of the first confluence planetary bar is connected with a first output shaft of the compound double-flow transmission mechanism, and the second planet carrier of the second confluence planetary bar is connected with a second output shaft of the compound double-flow transmission mechanism.
Optionally, the first driving motor is in gear transmission connection with the first clutch, and the second driving motor is in gear transmission connection with the second clutch.
Optionally, the gearing between the first zero axis and the first sun gear and the gearing between the second zero axis and the second sun gear differ by a first order gear.
Optionally, the transmission ratio between the first drive motor and the first clutch is the same as the transmission ratio between the second drive motor and the second clutch.
Alternatively, the first drive motor and the second drive motor are hydraulically driven hydraulic motors, or are electrically driven electric motors.
Through above-mentioned technical scheme, the beneficial effect of this application includes at least:
through setting the first zero shaft, the second zero shaft, the corresponding first driving motor, the second driving motor, the first clutch, the second clutch and the third clutch, when the first clutch and the second clutch are respectively combined and the third clutch is separated, the independent double-flow transmission is realized; when the third clutch is engaged and one of the first clutch and the second clutch is engaged and the other is disengaged, a zero differential dual flow transmission is provided.
In addition, through setting up the fourth clutch, when first clutch and second clutch combine separately, third clutch and fourth clutch separate separately, or when fourth clutch combine separately with second clutch, third clutch separate from first clutch separately, it is independent double-flow transmission at this moment; when the third clutch is engaged and one of the first clutch, the second clutch and the fourth clutch is disengaged, a zero differential dual flow transmission is provided. Through setting up the fourth clutch, can change the drive motor to the transmission ratio of zero axle to realize decelerating and increasing the torsion adaptation heavy load operating mode.
The transmission ratio between the first clutch and the first zero shaft and the transmission ratio between the fourth clutch and the first zero shaft are set to be different, so that zero differential speed double-flow transmission under different steering transmission ratios can be realized, and the requirements of different steering resistance working conditions are met.
Therefore, the invention realizes the fusion of two double-flow transmission.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention as claimed.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
FIG. 1 is a schematic structural view of a compound dual-flow transmission provided in one embodiment of the present application.
Wherein, the reference numerals are as follows:
1. a first drive motor; 2. a second drive motor; 3. a first clutch; 4. a second clutch; 5. a first zero axis; 6. a second zero axis; 7. a third clutch; 8. a first busbar; 801. a first sun gear; 802. a first row of ring gears; 803. a first planet carrier; 9. a second busbar; 901. a second sun gear; 902. a second row of ring gears; 903. a second carrier; 10. a speed change mechanism; 11. a first output shaft; 12. a second output shaft; 13. and a fourth clutch.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the invention. Rather, they are merely examples of apparatus and methods consistent with aspects of the invention as detailed in the accompanying claims.
FIG. 1 is a schematic structural view of a compound dual-flow transmission provided in one embodiment of the present application, which may include at least: a first drive motor 1, a second drive motor 2, a first clutch 3, a second clutch 4, a third clutch 7, a first zero shaft 5, a second zero shaft 6, a first busbar 8 and a second busbar 9. The mounting relationship between the above components is as follows:
the first drive motor 1 is in transmission connection with the first clutch 3, and the second drive motor 2 is in transmission connection with the second clutch 4. Alternatively, the first drive motor 1 is in geared connection with the first clutch 3 and the second drive motor 2 is in geared connection with the second clutch 4.
The first clutch 3 is installed on the first zero shaft 5, and the second clutch 4 is installed on the second zero shaft 6; a third clutch 7 is arranged between the first zero shaft 5 and the second zero shaft 6; the first zero shaft 5 is connected with a first sun gear 801 of the first busbar 8 through a gear transmission, and the second zero shaft 6 is connected with a second sun gear 901 of the second busbar 9 through a gear transmission.
In one possible embodiment, a fourth clutch 13 is also mounted on the first zero shaft 5 near the third clutch 7, the fourth clutch 13 being in driving connection with the first drive motor 1.
In order to realize zero differential speed double-flow transmission under different steering transmission ratios so as to adapt to different steering resistance working condition requirements, the transmission ratio between the first zero shaft 5 and the first clutch 3 and the transmission ratio between the first zero shaft 5 and the fourth clutch 13 can be different.
Alternatively, the first drive motor 1 is geared with the fourth clutch 13.
In one possible implementation, the compound dual-flow transmission may also include a speed change mechanism 10, wherein: the first-row ring gear 802 of the first busbar 8 and the second-row ring gear 902 of the second busbar 9 are respectively connected to the speed change mechanism 10. In actual implementation, the transmission mechanism 10 may be formed integrally with the first ring gear 802 and the second ring gear 902, or the first ring gear 802 and the second ring gear 902 may be connected by a shaft, which does not limit the structural implementation form of the transmission mechanism 10 and the first ring gear 802 and the second ring gear 902.
The first planet carrier 803 of the first busbar 8 is connected to the first output shaft 11 of the compound dual-flow transmission, and the second planet carrier 903 of the second busbar 9 is connected to the second output shaft 12 of the compound dual-flow transmission.
Alternatively, the gearing between the first zero shaft 5 and the first sun gear 801 and the gearing between the second zero shaft 6 and the second sun gear 901 differ by a first order gear.
Alternatively, the transmission ratio between the first drive motor 1 and the first clutch 3 and the transmission ratio between the second drive motor 2 and the second clutch 4 are the same.
In practical applications, the first drive motor 1 and the second drive motor 2 may be hydraulic motors driven by hydraulic pressure, and the first drive motor 1 and the second drive motor 2 may also be electric motors driven by electricity, i.e. electric motors, and the types of the first drive motor 1 and the second drive motor 2 are not excessively limited in the present application.
Through above-mentioned structural design, the theory of operation of the compound double-flow drive mechanism that this application provided is as follows:
when the first clutch 3 and the second clutch 4 are respectively combined and the third clutch 7 and the fourth clutch 13 are respectively separated, the first driving motor 1 and the second driving motor 2 respectively drive the first sun gear 801 of the first busbar 8 and the second sun gear 901 of the second busbar 9 through gear transmission, so that independent double-flow transmission is realized; when the first clutch 3 and the third clutch 7 are respectively combined and the second clutch 4 and the fourth clutch 7 are respectively separated, the too first sun gear 801 of the first busbar 8 and the second sun gear 901 of the second busbar 9 are driven by the first driving motor 1 to realize zero differential speed double-flow transmission; when the third clutch 7 and the fourth clutch 13 are respectively combined and the first clutch 3 and the second clutch 4 are respectively separated, the first sun gear 801 of the first busbar 8 and the second sun gear 901 of the second busbar 9 are driven by the first driving motor 1 through another gear ratio, so that homodyne double-flow transmission under another steering gear ratio is realized.
In summary, in the composite dual-flow transmission mechanism provided by the application, by setting the first zero shaft, the second zero shaft, and the corresponding first driving motor, the second driving motor, the first clutch, the second clutch, and the third clutch, when the first clutch and the second clutch are respectively combined, and the third clutch is separated, the dual-flow transmission is independent at the moment; when the third clutch is engaged and one of the first clutch and the second clutch is engaged and the other is disengaged, a zero differential dual flow transmission is provided.
In addition, through setting up the fourth clutch, when the first clutch is combined with second clutch separately, the third clutch is separated from fourth clutch separately, it is independent double-flow transmission at this moment; when the third clutch is engaged and one of the first clutch, the second clutch and the fourth clutch is disengaged, a zero differential dual flow transmission is provided.
The transmission ratio between the first clutch and the first zero shaft and the transmission ratio between the fourth clutch and the first zero shaft are set to be different, so that zero differential speed double-flow transmission under different steering transmission ratios can be realized, and the requirements of different steering resistance working conditions are met.
Therefore, the independent double-flow transmission and the zero differential speed double-flow transmission are fused, and the high-speed crawler chassis can be remarkably improved and simultaneously is suitable for high-speed maneuvering and low-speed operation capabilities.
It should be noted that, references to "first" and "second" in this application are not intended to limit the implementation sequence, but rather are intended to distinguish between different reference objects of the same structure or similar structures.
Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.
It is to be understood that the invention is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the invention is limited only by the appended claims.
Claims (7)
1. The utility model provides a compound double flow drive mechanism, its characterized in that, compound double flow drive mechanism includes first driving motor, second driving motor, first clutch, second clutch, third clutch, first zero axis, second zero axis, first conflux planet row and second conflux planet row, wherein:
the first driving motor is in transmission connection with the first clutch, and the second driving motor is in transmission connection with the second clutch;
the first clutch is mounted on the first zero shaft, and the second clutch is mounted on the second zero shaft;
the third clutch is arranged between the first zero shaft and the second zero shaft; the first zero shaft is connected with a first sun gear of the first confluence planetary bar through gear transmission, and the second zero shaft is connected with a second sun gear of the second confluence planetary bar through gear transmission; the first clutch and the second clutch are respectively combined, and the third clutch is separated, so that independent double-flow transmission is realized; the third clutch is combined, one of the first clutch and the second clutch is combined, and the other of the first clutch and the second clutch is separated, so that zero differential speed double-flow transmission is realized; a fourth clutch is further arranged on the first zero shaft at a position close to the third clutch, and the fourth clutch is in transmission connection with the first driving motor; the first clutch and the second clutch are respectively combined, and the third clutch and the fourth clutch are respectively separated, so that independent double-flow transmission is realized; or the fourth clutch and the second clutch are respectively combined, and the third clutch and the first clutch are respectively separated, so that independent double-flow transmission is realized; the third clutch is combined, one of the first clutch, the second clutch and the fourth clutch is combined, and the other two of the first clutch, the second clutch and the fourth clutch are separated, so that zero differential double-flow transmission is realized.
2. The compound dual-flow transmission mechanism as defined in claim 1, wherein the gear ratio between the first zero shaft and the first clutch and the gear ratio between the first zero shaft and the fourth clutch are different.
3. The compound dual flow transmission mechanism of claim 1, wherein the first drive motor is geared with the fourth clutch.
4. The compound dual-flow transmission mechanism of claim 1, further comprising a speed change mechanism, wherein:
the first gear ring of the first bus planet bar and the second gear ring of the second bus planet bar are respectively connected with the speed change mechanism, the first planet carrier of the first bus planet bar is connected with the first output shaft of the compound double-flow transmission mechanism, and the second planet carrier of the second bus planet bar is connected with the second output shaft of the compound double-flow transmission mechanism.
5. The compound dual flow transmission mechanism of claim 1, wherein the first drive motor is geared with the first clutch and the second drive motor is geared with the second clutch.
6. The compound dual-flow transmission mechanism as defined in claim 1, wherein the gearing between the first zero shaft and the first sun gear and the gearing between the second zero shaft and the second sun gear differ by a primary gear.
7. The compound dual flow transmission mechanism as defined in any one of claims 1-6, wherein the transmission ratio between the first drive motor and the first clutch and the transmission ratio between the second drive motor and the second clutch are the same or different, the first drive motor and the second drive motor being hydraulically driven hydraulic motors or electrically driven electric motors.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910118144.XA CN109703619B (en) | 2019-02-15 | 2019-02-15 | Combined double-flow transmission mechanism |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910118144.XA CN109703619B (en) | 2019-02-15 | 2019-02-15 | Combined double-flow transmission mechanism |
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| CN109703619A CN109703619A (en) | 2019-05-03 |
| CN109703619B true CN109703619B (en) | 2023-05-26 |
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| CN108437786A (en) * | 2018-03-21 | 2018-08-24 | 北京理工大学 | A kind of width transmission range hydrodynamic mechanical combined type comprehensive actuator |
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2019
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| CN102126520A (en) * | 2010-01-18 | 2011-07-20 | 黄骐 | Crawler-type vehicle gearless steering engine |
| CN102229319A (en) * | 2011-04-26 | 2011-11-02 | 中国北方车辆研究所 | Electromechanical compound transmission device of tracked vehicle |
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Effective date of registration: 20221118 Address after: Room 302, No. 4, Junhe Jiayuan, Liangxi District, Wuxi City, Jiangsu Province, 214000 Applicant after: Tang Jiuwang Address before: 501, No. 88, Tangxiang Road, Binhu District, Wuxi City, Jiangsu Province, 214000 Applicant before: LUOYOU INTEGRATED TECHNOLOGY (WUXI) Co.,Ltd. |
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