CN217056181U - Double-intermediate-shaft gearbox and engineering machinery - Google Patents

Abstract

The utility model provides a two jackshaft gearboxes and engineering machine tool. The double-intermediate-shaft gearbox comprises a speed change mechanism and a speed reduction mechanism, wherein the speed change mechanism comprises a first input shaft, a first output shaft, a first intermediate shaft and a gear shift mechanism; the two first intermediate shafts are arranged on two sides of the first output shaft in parallel respectively; the first input shaft and the first intermediate shaft as well as the first intermediate shaft and the first output shaft are connected through gear pairs; the gear shifting mechanism is arranged on the first output shaft; the speed reduction mechanism has a second input shaft and a second output shaft, and the second output shaft is connected with the first input shaft, or the first output shaft is connected with the second input shaft. The utility model provides a many grades of AMT derailleurs among the prior art exist with high costs, heavy, the whole problem of arranging the difficulty, the utility model provides a two jackshaft gearboxes increase 2 ~ 5 times than the velocity ratio of former four grades of AMT derailleurs, can choose for use small-torque motor, reduce cost, and can reserve more spatial arrangement batteries.

Description

Double-intermediate-shaft gearbox and engineering machinery

Technical Field

The utility model relates to an engineering machine tool technical field, concretely relates to two jackshaft gearboxes and engineering machine tool.

Background

The electric drive assembly of the pure electric heavy truck commercial vehicle at present is a low-speed large-torque permanent magnet synchronous motor and a multi-gear AMT transmission, and the transmission has the problems that: the motor has larger torque, so that the electric drive assembly has high cost, heavy weight and difficult arrangement of the whole vehicle.

SUMMERY OF THE UTILITY MODEL

Therefore, the to-be-solved technical problem of the utility model lies in overcoming the direct big moment of torsion PMSM drive by the low-speed of keeping off AMT derailleur among the prior art, motor torque is great, the electricity drives the assembly with high costs, heavy, the whole car arranges the difficult defect to a jackshaft gearbox and engineering machine tool are provided.

In order to solve the above problem, an aspect of the present invention provides a dual-countershaft transmission, including a speed change mechanism and a speed reduction mechanism, wherein the speed change mechanism includes a first input shaft, a first output shaft, a first countershaft, and a gear shift mechanism; the first intermediate shaft is provided with two shafts which are respectively arranged on two sides of the first output shaft in parallel; the first input shaft and the first intermediate shaft as well as the first intermediate shaft and the first output shaft are connected through gear pairs; the gear shifting mechanism is arranged on the first output shaft and used for realizing different gear pair connection between the first intermediate shaft and the first output shaft; the speed reducing mechanism is provided with a second input shaft, a second intermediate shaft and a second output shaft, and the second input shaft and the second intermediate shaft as well as the second intermediate shaft and the second output shaft are connected through gear pairs; the second output shaft is connected with the first input shaft, or the first output shaft is connected with the second input shaft.

Optionally, a first gear pair, a second gear pair and a third gear pair are arranged between the first intermediate shaft and the first output shaft, wherein:

the first gear pair comprises a first driving wheel fixedly connected to the first intermediate shaft and a first driven wheel rotatably connected to the first output shaft; the first driven wheel is provided with a first combination tooth;

the second gear pair comprises a second driving wheel fixedly connected to the first intermediate shaft and a second driven wheel rotatably connected to the first output shaft; a second driven wheel is provided with a second combination tooth;

the third gear pair comprises a third driving wheel fixedly connected to the first intermediate shaft and a third driven wheel rotatably connected to the first output shaft; a third driven wheel is provided with a third combination tooth;

the first input shaft is connected with the first intermediate shaft through a fourth gear pair, and the fourth gear pair comprises a fourth driving wheel fixedly connected to the first input shaft and a fourth driven wheel fixedly connected to the first intermediate shaft; a fourth driving wheel is provided with a fourth combination tooth;

the first input shaft and the first output shaft are coaxially arranged;

the gear shifting mechanism comprises a first synchronizer arranged between a first driven wheel and a second synchronizer arranged between a third driven wheel and a fourth driving wheel, and the first synchronizer and the second synchronizer are connected to the first output shaft in a slidable manner along the axial direction of the first output shaft; the first synchronizer is provided with a fifth combination tooth and a sixth combination tooth which are respectively matched with the first combination tooth and the second combination tooth, and the second synchronizer is provided with a seventh combination tooth and an eighth combination tooth which are respectively matched with the third combination tooth and the fourth combination tooth.

Optionally, the first synchronizer and the first output shaft, and the second synchronizer and the first output shaft are connected by a sliding sleeve or a key.

Optionally, two second intermediate shafts are symmetrically distributed on two sides of the second output shaft, and the second intermediate shafts are arranged in parallel with the second output shaft; the second input shaft is connected with the second intermediate shaft through a fifth gear pair, and the second intermediate shaft is connected with the second output shaft through a sixth gear pair.

Optionally, the first input shaft, the first intermediate shaft, the first output shaft, the second input shaft, the second intermediate shaft, and the second output shaft are parallel to each other and in the same plane.

Optionally, the shaft head of the at least one first intermediate shaft is provided with a torque transmission structure for connection with the power take-off.

Optionally, the first input shaft and the first output shaft, and the second input shaft and the second output shaft are in supporting connection through bearings.

Optionally, the second output shaft and the first input shaft are integrally arranged, and the second input shaft is connected with the motor, or the first output shaft and the second input shaft are integrally arranged, and the first input shaft is connected with the motor.

Another aspect of the utility model provides an engineering machine tool, including the two jackshaft gearboxes of above arbitrary.

Optionally, the work machine is a loader.

The utility model has the advantages of it is following:

1. utilize the technical scheme of the utility model, speed change mechanism and reduction gears are connected for former four keep off AMT velocity ratios increase 2 ~ 5 times, can make corresponding motor torque reduce 2 ~ 5 times under the condition of same output torque. Additionally, the utility model discloses a gearbox has four fender positions, can select according to motor efficiency and road conditions, realizes that the motor works in the high-efficient district more, synthesizes the power consumption lower. Meanwhile, the motor cost is reduced due to the small-torque motor, the weight of the motor is reduced, the whole vehicle can be conveniently matched, more space arrangement batteries are reserved, and the endurance mileage is improved.

2. The first input shaft and the first output shaft are in transmission through four gear pairs, and four-gear four-speed transmission is provided for the gearbox. The first driven wheel, the second driven wheel and the third driven wheel with the combined teeth are all rotatably sleeved on the first output shaft, so that the structure in the gearbox is more compact, and the space utilization rate of the gearbox is improved.

3. The second input shaft and the second output shaft are connected through two gear pairs, and the second output shaft is connected with the first input shaft, so that the speed ratio between the second input shaft and the first output shaft is increased, and the torque of the motor can be reduced.

4. The transmission shafting with the double intermediate shafts and the four gears arranged in parallel is adopted, so that the structure is simple, the assembly is convenient, the operation is reliable, and the maintenance is convenient.

5. The second output shaft and the first input shaft are integrally arranged, or the first output shaft and the second input shaft are integrally arranged, so that the number of shafts in the gearbox is reduced, the structure in the gearbox is more compact, and the transmission is more reliable.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, it is obvious that the drawings in the following descriptions are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a schematic diagram showing an arrangement of a reduction mechanism and a speed change mechanism in a twin countershaft transmission provided by the present invention;

FIG. 2 shows a schematic representation of a drive line for a first embodiment of a twin countershaft transmission provided by the present invention;

FIG. 3 shows a schematic view of the transmission of FIG. 2;

FIG. 4 is a schematic diagram of the fourth drive pulley of FIG. 2;

FIG. 5 is a schematic diagram illustrating a transmission structure of a second embodiment of a dual countershaft transmission provided by the present invention;

FIG. 6 is a schematic diagram illustrating a transmission structure of a third embodiment of a dual countershaft transmission provided by the present invention;

fig. 7 shows a schematic diagram of a transmission structure of a fourth embodiment of the dual-countershaft transmission provided by the present invention.

Description of reference numerals:

10. a speed change mechanism; 11. a first gear pair; 111. a first driving wheel; 112. a first driven wheel; 1121. A first coupling tooth; 12. a second gear pair; 121. a second drive wheel; 122. a second driven wheel; 1221. a second coupling tooth; 13. a third gear pair; 131. a third driving wheel; 132. a third driven wheel; 1321. a third engaging tooth; 14. a fourth gear pair; 141. a fourth driving wheel; 1411. a fourth engaging tooth; 142. a fourth driven wheel; 15. a first synchronizer; 151. a fifth engaging tooth; 152. a sixth engaging tooth; 16. a second synchronizer; 161. a seventh engaging tooth; 162. an eighth engaging tooth; 1a, a first input shaft; 1b, a first intermediate shaft; 1c, a first output shaft; 20. a speed reduction mechanism; 21. a motor; 22. a fifth gear pair; 221. a fifth driving wheel; 222. a fifth driven wheel; 23. a sixth gear pair; 231. a sixth driving wheel; 232. a sixth driven wheel; 2a, a second input shaft; 2b, a second intermediate shaft; 2c, a second output shaft.

Detailed Description

The technical solution of the present invention will be described clearly and completely with reference to the accompanying drawings, and obviously, the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

Furthermore, the technical features mentioned in the different embodiments of the invention described below can be combined with each other as long as they do not conflict with each other.

The utility model discloses mainly solve the many grades of AMT derailleurs among the prior art and directly driven by the big moment of torsion PMSM of low-speed, the motor moment of torsion is great, the cost of electricity driving the assembly is high, weight is big, put in order the car and arrange the problem of difficulty, mainly through the mode that increases acceleration and deceleration mechanism 20 before the input shaft of gearbox solve, make two jackshaft gearboxes increase 2 ~ 5 times than former four grades of AMT velocity ratios, can choose for use little torque motor, reduce the cost of electricity driving the assembly, and can leave more space arrangement batteries.

For convenience of describing the technical solution of the present invention, the following detailed description is made with reference to the accompanying drawings and specific examples, which should not be construed as limiting the present invention.

Example 1

A dual-countershaft transmission, referring to fig. 1, includes a speed change mechanism 10 and a speed reduction mechanism 20, wherein the speed change mechanism 10 includes a first input shaft 1a, a first output shaft 1c, a first countershaft 1b and a gear shift mechanism; the first intermediate shaft 1b is provided with two shafts which are respectively arranged on two sides of the first output shaft 1c in parallel; the first input shaft 1a and the first intermediate shaft 1b, and the first intermediate shaft 1b and the first output shaft 1c are connected through gear pairs; the gear shifting mechanism is arranged on the first output shaft 1c and is used for realizing different gear pair connection between the first intermediate shaft 1b and the first output shaft 1 c; the speed reducing mechanism 20 is provided with a second input shaft 2a, a second intermediate shaft 2b and a second output shaft 2c, and the second input shaft 2a and the second intermediate shaft 2b as well as the second intermediate shaft 2b and the second output shaft 2c are connected through gear pairs; the second output shaft 2c is connected to the first input shaft 1a, or the first output shaft 1c is connected to the second input shaft 2 a.

Utilize the technical scheme of the utility model, speed change mechanism 10 and reduction gears 20 are connected for former four keep off AMT velocity ratios increase 2 ~ 5 times, can make corresponding motor 21 moment of torsion reduce 2 ~ 5 times under the condition of same output torque. Additionally, the utility model discloses a gearbox has four fender positions, can select according to motor 21 efficiency and road conditions, realizes that motor 21 works more in the high efficiency district, synthesizes the power consumption lower. Meanwhile, the small-torque motor 21 reduces the cost of the motor 21 and the weight of the motor 21, so that the whole vehicle can be conveniently matched, more space arrangement batteries can be reserved, and the endurance mileage can be improved.

Specifically, referring to fig. 2, in the present embodiment, a first input shaft 1a and a first output shaft 1c are coaxially arranged; the two first intermediate shafts 1b are distributed on two sides of the first output shaft 1c in parallel and symmetrically. A first gear pair 11, a second gear pair 12 and a third gear pair 13 are arranged between the first intermediate shaft 1b and the first output shaft 1c, wherein:

the first gear pair 11 comprises a first driving wheel 111 fixedly connected to the first intermediate shaft 1b and a first driven wheel 112 rotatably connected to the first output shaft 1 c; the first driven wheel 112 is provided with a first coupling tooth 1121; that is, the first driven wheel 112 is provided with engaging teeth for engaging with the first driving wheel 111, and is further provided with engaging teeth for engaging with the first synchronizer 15.

The second gear pair 12 comprises a second driving wheel 121 fixedly connected to the first intermediate shaft 1b and a second driven wheel 122 rotatably connected to the first output shaft 1 c; the second driven wheel 122 is provided with a second combination tooth 1221; that is, the second driven wheel 122 is provided with engaging teeth for engaging and driving with the second driving wheel 121, and is further provided with engaging teeth for engaging and driving with the first synchronizer 15.

The third gear pair 13 comprises a third driving wheel 131 fixedly connected to the first intermediate shaft 1b and a third driven wheel 132 rotatably connected to the first output shaft 1 c; a third combination tooth 1321 is arranged on the third driven wheel 132; that is, the third driven wheel 132 is provided with engaging teeth for engaging and driving with the third driving wheel 131, and is also provided with engaging teeth for engaging and driving with the second synchronizer 16.

In the above technical solution, the first driven wheel 112, the second driven wheel 122 and the third driven wheel 132 are all rotationally connected to the first output shaft 1c, and the specific implementation is that the first driven wheel 112, the second driven wheel 122 and the third driven wheel 132 are freely sleeved on the first output shaft 1c, that is, no torque transmission structure exists between the first driven wheel 112 and the first output shaft 1c, between the second driven wheel 122 and the first output shaft 1c, or between the third driven wheel 132 and the first output shaft 1 c.

The first input shaft 1a and the first intermediate shaft 1b are connected through a fourth gear pair 14, and the fourth gear pair 14 comprises a fourth driving wheel 141 fixedly connected to the first input shaft 1a and a fourth driven wheel 142 fixedly connected to the first intermediate shaft 1 b; the fourth driving wheel 141 is provided with a fourth engaging tooth 1411. That is, the fourth driving pulley 141 is provided with engaging teeth for engaging with the first driven pulley 112 and engaging teeth for engaging with the second synchronizer 16. In this embodiment, the first driven wheel 112 and the first coupling tooth 1121, the second driven wheel 122 and the second coupling tooth 1221, the third driven wheel 132 and the third coupling tooth 1321, and the fourth driving wheel 141 and the fourth coupling tooth 1411 are all integrally formed.

In the above technical solution, because the first intermediate shaft 1b is provided with two and symmetrically distributed on two sides of the first output shaft 1c, the two intermediate shafts are respectively provided with the first driving wheel 111, the second driving wheel 121, the third driving wheel 131 and the fourth driven wheel 142 symmetrically, that is, the first driven wheel 112 is simultaneously engaged with the two first driving wheels 111 on the two first intermediate shafts 1b, similarly, the second driven wheel 122 is simultaneously engaged with the two second driving wheels 121, the third driven wheel 132 is simultaneously engaged with the two third driving wheels 131, and the fourth driving wheel 141 is simultaneously engaged with the two fourth driven wheels 142.

In this embodiment, the first driving wheel 111, the second driving wheel 121 and the first intermediate shaft 1b are formed into an integrated shaft-tooth structure. The third driving wheel 131 and the fourth driven wheel 142 are connected by a cylindrical pin, a square key, a spline or interference.

The shift mechanism includes a first synchronizer 15 provided between the first driven wheel 112 and the second driven wheel 122, and a second synchronizer 16 provided between the third driven wheel 132 and the fourth driving wheel 141, both the first synchronizer 15 and the second synchronizer 16 are slidably connected to the first output shaft 1c in the axial direction of the first output shaft 1 c; the first synchronizer 15 is provided with a fifth coupling tooth 151 engaged with the first coupling tooth 1121 and a sixth coupling tooth 152 engaged with the second coupling tooth 1221, and the second synchronizer 16 is provided with a seventh coupling tooth 161 engaged with the third coupling tooth 1321 and an eighth coupling tooth 162 engaged with the fourth coupling tooth 1411. Further, the first synchronizer 15 and the first output shaft 1c, and the second synchronizer 16 and the first output shaft 1c are connected by a torque transmission structure such as a sliding sleeve or a key. The first synchronizer 15 and the second synchronizer 16 can slide on the first output shaft 1c and mesh with gears at different positions, and simultaneously, because the first synchronizer 15 and the first output shaft 1c and the second synchronizer 16 and the first output shaft 1c are connected through a torque transmission structure, the first synchronizer 15 and the second synchronizer 16 can transmit torque to the first output shaft 1 c. The speed is regulated through the motor 21 for synchronization, so that the reliability is improved, and meanwhile, the cost can be reduced.

Specifically, referring to fig. 3, the first output shaft 1c is provided with a first driven wheel 112, a first synchronizer 15, a second driven wheel 122, a third driven wheel 132, and a second synchronizer 16 in this order from right to left as viewed in the orientation of fig. 3. The second synchronizer 16 moves to the right, the seventh engaging tooth 161 of the second synchronizer 16 is engaged with the third engaging tooth 1321 of the third driven wheel 132, and the first output shaft 1c outputs the first-gear rotating speed; the second synchronizer 16 moves to the left, the eighth engaging tooth 162 of the second synchronizer 16 is engaged with the fourth engaging tooth 1411 of the fourth driving wheel 141, and the first output shaft 1c outputs the second gear. The first synchronizer 15 moves to the right, the fifth coupling tooth 151 of the first synchronizer 15 is meshed with the first coupling tooth 1121 of the first driven wheel 112, and the first output shaft 1c outputs a third-gear rotating speed; the first synchronizer 15 moves to the left, the sixth engaging tooth 152 of the first synchronizer 15 engages with the second engaging tooth 1221 of the second driven wheel 122, and the first output shaft 1c outputs a fourth-speed rotation speed.

Specifically, in the reduction mechanism 20, the motor 21 is spline-connected to the second input shaft 2 a. The motor 21 serves as a power source of the entire transmission and inputs power to the reduction mechanism 20 and the transmission mechanism 10. Two second intermediate shafts 2b are provided between the second input shaft 2a and the second output shaft 2c, see fig. 3. The two second intermediate shafts 2b are symmetrically distributed on two sides of the second output shaft 2c, and the second intermediate shafts 2b and the second output shaft 2c are arranged in parallel; the second input shaft 2a and the second intermediate shaft 2b are connected to each other by a fifth gear pair 22, and the second intermediate shaft 2b and the second output shaft 2c are connected to each other by a sixth gear pair 23. Specifically, the fifth gear pair 22 includes a fifth driving wheel 221 fixedly connected to the second input shaft 2a and a fifth driven wheel 222 fixedly connected to the second intermediate shaft 2 b; the sixth gear wheel pair 23 comprises a sixth driving wheel 231 fixedly connected to the second intermediate shaft 2b and a sixth driven wheel 232 fixedly connected to the second output shaft 2 c. Since the second countershaft 2b is provided in two, there are correspondingly two fifth driven wheels 222 and two sixth driving wheels 231, i.e. the fifth driving wheel 221 on the second input shaft 2a is in meshing transmission with the two second driven wheels 122 at the same time, and likewise the sixth driven wheel 232 on the second output shaft 2c is in meshing transmission with the two sixth driving wheels 231 at the same time. Wherein the fifth driving pulley 221 is integrally provided with the second input shaft 2 a.

In this embodiment, the first input shaft 1a, the first intermediate shaft 1b, the first output shaft 1c, the second input shaft 2a, the second intermediate shaft 2b, and the second output shaft 2c are parallel to each other and form a parallel shafting structure in the same plane. The second input shaft 2a, the second output shaft 2c, the first input shaft 1a, and the first output shaft 1c are coaxially provided. The first intermediate shaft 1b and the second intermediate shaft 2b are arranged coaxially. The second input shaft 2a and the second output shaft 2c are in bearing-supported connection, and the first input shaft 1a and the first output shaft 1c are also in bearing-supported connection. As a preferred embodiment, the second output shaft 2c is provided integrally with the first input shaft 1 a. Referring to fig. 4, that is, the second output shaft 2c serves as the first input shaft 1a, the sixth driven wheel 232 is connected to an end of the second output shaft 2c close to the second input shaft 2a, and the fourth driving wheel 141 is connected to an end of the second output shaft 2c close to the first output shaft 1 c.

Furthermore, the shaft head of at least one first intermediate shaft 1b is provided with a torque transmission structure for connecting with a power take-off. The torque transmission structure in the embodiment is a spline structure. The shaft head of one of the first intermediate shafts 1b is connected with a power takeoff to form a unilateral power takeoff, and the power takeoff is arranged on one side; the shaft heads of the two first intermediate shafts 1b are connected with power takeoff devices to form bilateral power takeoff, and the power takeoff devices are arranged on two sides.

Shift principle, with reference to fig. 2 or 3:

a first gear: the second synchronizer 16 moves to the right, the seventh engaging tooth 161 of the second synchronizer 16 is engaged with the third engaging tooth 1321 of the third driven wheel 132, and the power transmission path is: the electric motor 21, the second input shaft 2a, the fifth driving wheel 221, the fifth driven wheel 222, the second intermediate shaft 2b, the sixth driving wheel 231, the sixth driven wheel 232, the second output shaft 2c, the fourth driving wheel 141, the fourth driven wheel 142, the first intermediate shaft 1b, the third driving wheel 131, the third driven wheel 132, the second synchronizer 16, and the first output shaft 1 c. The first output shaft 1c outputs the first gear rotational speed.

And (2) second: the second synchronizer 16 moves to the left, the eighth engaging tooth 162 of the second synchronizer 16 is engaged with the fourth engaging tooth 1411 of the fourth driving wheel 141, and the power transmission path is: the motor 21, the second input shaft 2a, the fifth driving wheel 221, the fifth driven wheel 222, the second intermediate shaft 2b, the sixth driving wheel 231, the sixth driven wheel 232, the second output shaft 2c, the fourth driving wheel 141, the second synchronizer 16 and the first output shaft 1 c. The first output shaft 1c outputs two-gear rotation speed.

And (3) third gear: when the first synchronizer 15 moves to the right, the fifth coupling tooth 151 of the first synchronizer 15 meshes with the first coupling tooth 1121 of the first driven wheel 112, and the power transmission path is: the electric motor 21, the second input shaft 2a, the fifth driving wheel 221, the fifth driven wheel 222, the second intermediate shaft 2b, the sixth driving wheel 231, the sixth driven wheel 232, the second output shaft 2c, the fourth driving wheel 141, the fourth driven wheel 142, the first intermediate shaft 1b, the first driving wheel 111, the first driven wheel 112, the first synchronizer 15, and the first output shaft 1 c. The first output shaft 1c outputs a third-gear rotational speed.

Fourth gear: when the first synchronizer 15 moves to the left, the sixth engaging tooth 152 of the first synchronizer 15 is engaged with the second engaging tooth 1221 of the second driven wheel 122, and the power transmission path is: the drive device comprises a motor 21, a second input shaft 2a, a fifth driving wheel 221, a fifth driven wheel 222, a second intermediate shaft 2b, a sixth driving wheel 231, a sixth driven wheel 232, a second output shaft 2c, a fourth driving wheel 141, a fourth driven wheel 142, a first intermediate shaft 1b, a second driving wheel 121, a second driven wheel 122, a first synchronizer 15 and a first output shaft 1 c. The first output shaft 1c outputs a fourth-gear rotational speed.

Reversing gear: the second synchronizer 16 moves to the right and the power transmission path is the same as the first gear, but the motor 21 rotates in reverse.

Of course, the above gear sequence is only one of the embodiments, and the shift may be adjusted according to actual situations. For example, when the positions of the first gear pair 11 and the third gear pair 13 are reversed, the first synchronizer 15 moves to the right, the first output shaft 1c outputs the first-gear rotating speed, and the second synchronizer 16 moves to the right, the first output shaft 1c outputs the third-gear rotating speed.

Example 2

As an alternative embodiment of embodiment 1, the difference from embodiment 1 is that only one second intermediate shaft 2b may be provided between the second input shaft 2a and the second output shaft 2c in the reduction mechanism 20, see fig. 5. The transmission principle is the same. Can be selected according to the space arrangement requirements of different gearboxes.

Example 3

As another alternative embodiment of embodiment 1, the difference from embodiment 1 is that the first output shaft 1c is connected to the second input shaft 2a, which is connected to the electric motor 21. That is, the power of the motor 21 is first changed in speed by the speed change mechanism 10 and then reduced in speed by the speed reduction mechanism 20.

Further, as a preferred embodiment, the first output shaft 1c is provided integrally with the second input shaft 2 a. Referring to fig. 6, that is, the first output shaft 1c serves as the second input shaft 2a, the first driven wheel 112 is connected to one end of the first output shaft 1c close to the first input shaft 1a, and the fifth driving wheel 221 is connected to one end of the first output shaft 1c close to the second output shaft 2 c.

Of course, as another alternative embodiment, referring to fig. 6, the first output shaft 1c is connected with the second input shaft 2 a. The power transmission is as follows: the drive system comprises a motor 21, a first input shaft 1a, a first intermediate shaft 1b, a first output shaft 1c, a second input shaft 2a, a second intermediate shaft 2b and a second output shaft 2 c.

The principle of shifting is the same as in embodiment 1.

Example 4

As an alternative embodiment of embodiment 3, the difference from embodiment 3 is that only one second intermediate shaft 2b may be provided between the second input shaft 2a and the second output shaft 2c in the reduction mechanism 20, and referring to fig. 7, the transmission principle is the same as embodiment 3.

Example 5

A working machine comprising the twin countershaft transmission described in embodiment 1.

Specifically, the work machine includes a loader.

According to the above description, the present patent application has the following advantages:

1. the speed ratio of the gearbox is increased, a small-torque motor 21 can be adopted, and the cost of an electric drive assembly is reduced;

2. the double-intermediate-shaft parallel shafting structure is adopted, so that the whole vehicle is easy to arrange and maintain;

3. the small torque motor 21 is small in size and light in weight, and can leave more space for arranging batteries.

It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. This need not be, nor should it be exhaustive of all embodiments. And obvious variations or modifications derived therefrom are intended to be within the scope of the invention.

Claims (10)

1. A twin countershaft transmission comprising a variator (10) and a reduction mechanism (20), wherein the variator (10) comprises:

a first input shaft (1 a);

a first output shaft (1 c);

a first intermediate shaft (1 b); the first intermediate shaft (1b) is provided with two intermediate shafts which are respectively arranged on two sides of the first output shaft (1c) in parallel; the first input shaft (1a) and the first intermediate shaft (1b) and the first output shaft (1c) are connected through gear pairs;

a gear shift mechanism; the gear shifting mechanism is arranged on the first output shaft (1c) and is used for realizing different gear pair connection between the first intermediate shaft (1b) and the first output shaft (1 c);

the speed reducing mechanism (20) is provided with a second input shaft (2a), a second intermediate shaft (2b) and a second output shaft (2c), and the second input shaft (2a) and the second intermediate shaft (2b) and the second output shaft (2c) are connected through gear pairs;

the second output shaft (2c) is connected to the first input shaft (1a), or the first output shaft (1c) is connected to the second input shaft (2 a).

2. The twin countershaft gearbox according to claim 1, wherein a first gear pair (11), a second gear pair (12) and a third gear pair (13) are provided between the first countershaft (1b) and the first output shaft (1c), wherein:

the first gear pair (11) comprises a first driving wheel (111) fixedly connected to the first intermediate shaft (1b) and a first driven wheel (112) rotatably connected to the first output shaft (1 c); a first engaging tooth (1121) is arranged on the first driven wheel (112);

the second gear pair (12) comprises a second driving wheel (121) fixedly connected to the first intermediate shaft (1b) and a second driven wheel (122) rotatably connected to the first output shaft (1 c); a second combined tooth (1221) is arranged on the second driven wheel (122);

the third gear pair (13) comprises a third driving wheel (131) fixedly connected to the first intermediate shaft (1b) and a third driven wheel (132) rotatably connected to the first output shaft (1 c); a third combination tooth (1321) is arranged on the third driven wheel (132);

the first input shaft (1a) and the first intermediate shaft (1b) are connected through a fourth gear pair (14), and the fourth gear pair (14) comprises a fourth driving wheel (141) fixedly connected to the first input shaft (1a) and a fourth driven wheel (142) fixedly connected to the first intermediate shaft (1 b); a fourth driving wheel (141) is provided with a fourth combination tooth (1411);

the first input shaft (1a) and the first output shaft (1c) are coaxially arranged;

the gear shifting mechanism comprises a first synchronizer (15) arranged between the first driven wheel (112) and the second driven wheel (122) and a second synchronizer (16) arranged between the third driven wheel (132) and the fourth driving wheel (141), and the first synchronizer (15) and the second synchronizer (16) are both connected to the first output shaft (1c) in a slidable manner along the axial direction of the first output shaft (1 c); the first synchronizer (15) is provided with a fifth coupling tooth (151) and a sixth coupling tooth (152) which are respectively matched with the first coupling tooth (1121) and the second coupling tooth (1221), and the second synchronizer (16) is provided with a seventh coupling tooth (161) and an eighth coupling tooth (162) which are respectively matched with the third coupling tooth (1321) and the fourth coupling tooth (1411).

3. Twin layshaft gearbox according to claim 2, characterized in that the sliding sleeve or key connection is provided between the first synchronizer (15) and the first output shaft (1c), and between the second synchronizer (16) and the first output shaft (1 c).

4. The twin countershaft gearbox according to claim 1, wherein the second countershaft (2b) is provided with two and symmetrically arranged on both sides of the second output shaft (2c), the second countershaft (2b) being arranged in parallel with the second output shaft (2 c); the second input shaft (2a) and the second intermediate shaft (2b) are connected by a fifth gear pair (22), and the second intermediate shaft (2b) and the second output shaft (2c) are connected by a sixth gear pair (23).

5. Twin countershaft gearbox according to claim 1, wherein the first input shaft (1a), the first countershaft (1b), the first output shaft (1c), the second input shaft (2a), the second countershaft (2b) and the second output shaft (2c) are parallel to each other and in the same plane.

6. Twin countershaft gearbox according to claim 1, wherein the stub shaft of at least one of the first countershafts (1b) is provided with a torque transmission for connection with a power take-off.

7. Double countershaft gearbox according to claim 1, characterized in that the bearing support connection between the first input shaft (1a) and the first output shaft (1c) and between the second input shaft (2a) and the second output shaft (2c) is provided.

8. Twin countershaft gearbox according to any of claims 1 to 7, wherein the second output shaft (2c) is provided integral with the first input shaft (1a), the second input shaft (2a) being connected to an electric machine (21), or the first output shaft (1c) is provided integral with the second input shaft (2a), the first input shaft (1a) being connected to an electric machine (21).

9. A working machine comprising a twin countershaft transmission according to any one of claims 1-8.

10. The work machine of claim 9, wherein the work machine comprises a loader.

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