CN221610532U - Speed change system and engineering machinery comprising same - Google Patents
Speed change system and engineering machinery comprising same Download PDFInfo
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- CN221610532U CN221610532U CN202323060495.0U CN202323060495U CN221610532U CN 221610532 U CN221610532 U CN 221610532U CN 202323060495 U CN202323060495 U CN 202323060495U CN 221610532 U CN221610532 U CN 221610532U
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- 230000008859 change Effects 0.000 title claims abstract description 14
- 230000007246 mechanism Effects 0.000 claims abstract description 26
- 230000005540 biological transmission Effects 0.000 claims description 46
- 238000012423 maintenance Methods 0.000 abstract description 7
- 238000005299 abrasion Methods 0.000 abstract description 2
- 238000010438 heat treatment Methods 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
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Abstract
The utility model relates to a speed change system and engineering machinery comprising the same, wherein the speed change system comprises a box body and a speed change mechanism accommodated in the box body, the speed change mechanism comprises a power input shaft, a planetary gear mechanism, a clutch, a brake and an output shaft, the planetary gear mechanism comprises a sun gear fixedly connected with the power input shaft, a planet carrier, a plurality of planet gears which are arranged on the planet carrier and meshed with the sun gear, and a gear ring meshed with the planet gears, an inner hub of the clutch is connected with the planet carrier, and an outer hub of the clutch is connected with the gear ring. By adopting the speed changing system, the relative linear speed between the engaging parts of the clutch and the brake can be reduced, the heating value and the abrasion loss of the friction plate are reduced, and the maintenance cost and the frequency of the speed changing box are reduced.
Description
Technical Field
The utility model relates to the field of engineering machinery, in particular to the technical field of a transmission of engineering machinery, and particularly relates to a speed change system and engineering machinery comprising the speed change system.
Background
In engineering machinery, especially wheel-type engineering machinery, in order to adapt to different working conditions, a speed changing system is often required to be configured to realize speed changing and gear shifting, so that different speeds and torques are output according to different working conditions. For example, various two-speed planetary transmissions are known in the art that utilize engagement and disengagement of clutches and brakes to effect shifting and adjustment between the two gears. However, when various planetary gearboxes known in the prior art are shifted, the friction heat generated by the friction plates is large at the engagement moment of the brake or the clutch, and the friction plates are worn too fast, so that the service life of the gearbox is low, the maintenance is frequent and the cost is high.
For this reason, there is a need to propose an improved transmission system which makes it possible to improve the wear problems of the friction plates of the clutches and/or brakes.
Disclosure of utility model
The present utility model is directed to solving at least one of the problems discussed above and/or other problems in the prior art.
To achieve the above object, according to one aspect of the present utility model, there is provided a transmission system including a case and a transmission mechanism accommodated in the case, the transmission mechanism including a power input shaft, a planetary gear mechanism including a sun gear fixedly connected to the power input shaft, a carrier, a plurality of planetary gears mounted on the carrier and meshed with the sun gear, and a ring gear meshed with the plurality of planetary gears, a clutch inner hub connected to the carrier, and an outer hub connected to the ring gear.
According to an embodiment of the utility model, the first engagement portion of the brake is connected to an end cap of the case, and the second engagement portion of the brake is connected to the ring gear such that the first engagement portion and the second engagement portion of the brake are radially inward of the ring gear.
According to an embodiment of the utility model, when the inner hub and the outer hub of the clutch are in a disengaged state and the first and second engagement portions of the brake are in an engaged state, the ring gear is fixed by the brake so that power is transmitted from the power input shaft to the output shaft through the sun gear, the carrier in this order, while the transmission system is in first gear.
According to an embodiment of the present utility model, when the inner hub and the outer hub of the clutch are in an engaged state and the first and second engaging portions of the brake are in a disengaged state, the carrier and the ring gear are connected as a unit through the clutch, so that power is transmitted from the power input shaft to the output shaft through the integrally rotating planetary gear mechanism, while the transmission system is in the second gear.
According to an embodiment of the utility model, the planet carrier is connected to an intermediate gear via an intermediate shaft, the intermediate gear being in mesh with an output gear, the output gear being fixedly connected to the output shaft.
According to an embodiment of the utility model, the sun gear is formed in one piece with the power input shaft.
According to one embodiment of the utility model, the clutch is a hydraulic friction plate clutch.
According to one embodiment of the utility model, the brake is a hydraulic friction plate brake.
According to another aspect of the present utility model there is also provided a work machine comprising a gear change system as described above.
According to an embodiment of the utility model, the output shaft of the gear change mechanism is connected to a drive axle of the working machine, which drive axle is connected to the wheels via half shafts.
With the transmission system according to the present utility model, the relative linear speed between the engaging members of the clutch and the brake can be reduced, the amount of heat generation and wear of the friction plates can be reduced, and the cost and frequency of gearbox maintenance can be reduced.
Drawings
The features and advantages of the present utility model will be apparent from the detailed description provided hereinafter with reference to the accompanying drawings. It is to be understood that the following drawings are merely schematic and are not necessarily drawn to scale, and are not to be construed as limiting the utility model, in which:
FIG. 1 is a transmission schematic diagram of a transmission system known in the art;
FIG. 2 is a transmission schematic diagram of a transmission system according to an embodiment of the present utility model; and
FIG. 3 is a schematic cross-sectional view of a transmission system according to an embodiment of the present utility model.
Detailed Description
Embodiments of the present utility model are described below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding and enabling description of the utility model to one skilled in the art. It will be apparent, however, to one skilled in the art that the present utility model may be practiced without some of these specific details. Furthermore, it should be understood that the utility model is not limited to specific described embodiments. Rather, any combination of the features and elements described below is contemplated to implement the utility model, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered elements or limitations of the claims except where explicitly set out in a claim.
The terms "comprising" and "having" are used in the following to mean that there are open-ended, including, and that there may be additional elements/components in addition to the listed elements/components.
As mentioned in the background, conventional two-speed planetary gearboxes are known in the prior art. Referring to fig. 1, a transmission schematic of a two-speed planetary gearbox known in the art is shown. It can be seen that in the gearbox 100 shown in fig. 1, it comprises a power input shaft (e.g. a motor output shaft 102 of a motor 101), a planetary gear mechanism and an output shaft 111, wherein the motor output shaft 102 is fixedly connected with a sun gear 103 of the planetary gear mechanism so as to be rotatable therewith, a planet wheel 104 is meshed with the sun gear 103, a planet carrier 105 is fixedly connected with a gear 109, the gear 109 is meshed with an output gear 110, the output gear 110 is fixedly connected with the output shaft 111, wherein an inner hub of a clutch 107 is located at the motor output shaft 102, and an outer hub of the clutch 107 is connected with the planet carrier 105; a first engagement portion of the brake 108 is connected to an inner periphery of a case of the transmission, and a second engagement portion of the brake 108 is connected to the ring gear 106 for braking the ring gear 106. When the inner and outer hubs of the clutch 107 are disengaged and the first and second engagement portions of the brake 108 are engaged, the power of the motor 101 is transmitted to the sun gear 103, and the sun gear 103 rotates the planet gears 104, but since the ring gear 106 is already fixed by the brake 108, the planet carrier 105 is rotated by the planet gears 104 and transmits the power to the gear 109, at which time the gearbox is in first gear. When the inner hub and the outer hub of the clutch 107 are engaged and the first engagement portion and the second engagement portion of the brake 108 are disengaged, the clutch 107 connects the sun gear 103 and the planet carrier 105 of the planetary gear mechanism as a whole, the planetary gear mechanism integrally rotates to drive the gear 109, at this time, the gearbox is in a second gear, and the rotation speed of the gear 109 is consistent with the rotation speed of the motor output shaft 102. However, since the high-speed motor brings the planetary gear train in a high-speed state when the transmission is shifted from the second gear to the first gear, the relative linear speed between the first engagement portion of the brake connected to the inner periphery of the case and the second engagement portion of the brake connected to the ring gear is high, and the motor brings the sun gear in a high-speed state when the transmission is shifted from the first gear to the second gear, the relative linear speed between the inner hub of the clutch connected to the output shaft of the motor and the outer hub of the clutch connected to the carrier is greater. It can thus be seen that such gearboxes known from the prior art, when shifting gears with clutches and brakes, wear out the friction plates too quickly due to the relatively high linear speeds between the brakes or the engagement parts of the clutches, which results in a low service life, frequent maintenance and high costs.
To this end, the present utility model proposes an improved transmission system enabling more convenient maintenance and lower manufacturing costs.
In order to improve the wear problem of the friction plates of clutches (e.g., hydraulic friction plate clutches) and brakes (e.g., hydraulic friction plate brakes), it is important to reduce the relative linear velocity between the engaged portions (e.g., friction plates) of the clutch and brake at the moment of shifting. It will be appreciated that the linear velocity V depends on two parameters, namely the angular velocity ω and the radius of rotation r. Thus, it is considered to alleviate the wear problem of the friction plate in terms of both the reduction of the angular velocity and the reduction of the turning radius.
Referring to fig. 2, the transmission system 1 according to the present utility model includes a case 14 and a transmission mechanism accommodated in the case 14, the transmission mechanism including a power input shaft 3 connected to a motor 2, a planetary gear mechanism including a sun gear 4 fixedly connected to the power input shaft 3, a carrier 6, a plurality of planetary gears 5 mounted on the carrier 6 to mesh with the sun gear 4, and a ring gear 7 to mesh with the plurality of planetary gears 5, a clutch 8, a brake 9, and an output shaft 13.
Specifically, referring to fig. 3, a schematic cross-sectional structure of a transmission system 1 according to an embodiment of the present utility model is shown. The power input shaft 3 is fixedly provided with a sun gear 4 of a planetary gear mechanism so that the sun gear 4 can rotate together with the power input shaft 3. Preferably, the sun gear 4 may be formed as one piece with the power input shaft 3. The sun wheel 4 meshes with planet wheels 5 mounted on a planet carrier 6, wherein the planet wheels 5 are rotatably mounted on the planet carrier 6 via rotation pins on the planet carrier 6. The planet carrier 6 and the intermediate gear 11 are each connected non-rotatably to the intermediate shaft 10, so that the planet carrier 6, the intermediate gear 11 and the intermediate shaft 10 can rotate together. The intermediate gear 11 meshes with an output gear 12, and the output gear 12 is non-rotatably connected to an output shaft 13.
However, unlike the planetary gearboxes known in the prior art, as shown in fig. 1, in the transmission system according to the utility model the inner hub of the clutch 8 is connected to the planet carrier 6 and the outer hub of the clutch 8 is connected to said ring gear 7; while a first engagement portion of the brake 9 is connected to an end cap of the case (which end cap is connected to the case at one end of the case 14), for example, via a spline joint, and a second engagement portion of the brake 9 is connected to the ring gear 7, for example, via an intermediate sleeve, such that the first engagement portion and the second engagement portion of the brake 9 are radially inward of the ring gear 7, thereby serving to provide braking to the ring gear 7.
Thus, when the inner and outer hubs of the clutch 8 are disengaged and the first and second engagement portions of the brake 9 are engaged, the power of the motor 2 is transmitted to the sun gear 4 via the power input shaft 3, the sun gear 4 rotates the planet gears 5, but since the ring gear 7 is already fixed by the brake 9, the planet carrier 6 is rotated by the planet gears 5, transmitting power through the intermediate shaft 10 to the intermediate gear 11 and finally to the output shaft 13 via the output gear 12, at which time the gearbox is in first gear. In this first gear transmission path, the relative linear speed of the friction plates of the clutch 8 corresponds to the relative linear speed between the ring gear 7 and the planet carrier 6, which can be reduced by 30% compared to the solution shown in fig. 1, since the rotational speed of the planet carrier 6 is considerably smaller than the rotational speed of the power input shaft 3 (i.e. the angular speed ω of the friction plates is reduced).
When the inner and outer hubs of the clutch 8 are engaged and the first and second engagement portions of the brake 9 are disengaged, the clutch 8 connects the ring gear 7 and the carrier 6 of the planetary gear mechanism as a whole, so that the entire planetary gear mechanism rotates as a whole, thereby transmitting power through the intermediate shaft 10 to the intermediate gear 11 and finally to the output shaft 13 via the output gear 12, at which time the rotational speed of the intermediate gear 11 coincides with the rotational speed of the power input shaft 3, and the transmission is in second gear. In this second gear transmission path, the relative linear velocity of the friction plates of the brake 9 corresponds to the relative linear velocity between the ring gear 7 and the end cap 15, and since the first engagement portion of the brake is connected to the end cap (rather than directly to the inner periphery of the case as in the case of the solution shown in fig. 1) such that the first engagement portion and the second engagement portion of the brake are radially inward of said ring gear 7, the diameter of the friction plates of the brake (i.e. the rotational radius r of the friction plates) is effectively reduced compared to the solution shown in fig. 1 (in which the engagement portions of the brake such as the friction plates are radially outward of the ring gear), and thus the relative linear velocity of the friction plates of the clutch according to the solution of the utility model can be reduced by, for example, 29% compared to the solution shown in fig. 1.
Therefore, the linear speed of the friction plate of the clutch and the brake is effectively reduced, so that the heating value and the abrasion loss of the friction plate during friction are effectively reduced, the service life of the friction plate of the clutch and the brake is greatly prolonged, and the maintenance cost and the frequency of the gearbox are reduced.
Industrial applicability
The gear shifting system provided according to the utility model may be installed in a work machine, in particular a wheel-type work machine, such as an excavator, loader or the like. An output shaft of a transmission mechanism included in a transmission system is connected to a transaxle of, for example, a wheel-type construction machine, which is connected to wheels through half shafts. Thus, different speeds and torques can be output for the wheels through the transmission.
The specific operation of the gear change system according to the utility model is as follows: when a shift to first gear is desired, a clutch controller sends a disengagement signal to the clutch and a brake controller sends an engagement signal to the brake, so that the inner hub and the outer hub of the clutch are disengaged, and the first and second engagement parts of the brake are engaged, so that power from the motor is transmitted from the power input shaft to the output shaft through the sun gear, the planet carrier, the intermediate gear and the output gear in sequence, and the speed change system realizes the shift to first gear; when a shift to second gear is desired, an engagement signal is sent by the clutch controller to the clutch and a disengagement signal is sent by the brake controller to the brake, the clutch engages its inner and outer hubs in response to the received signal, and the brake disengages its first and second engagement portions in response to the received signal, so that power from the motor is transmitted from the power input shaft to the output shaft through the integrally rotating planetary gear mechanism, at which time the transmission system effects the shift to second gear.
2-3, A parking brake 16 may be mounted at one end of the intermediate shaft of the transmission to provide a parking brake for, for example, a wheeled work machine.
With the transmission system according to the present utility model, by connecting the inner hub of the clutch with the carrier and the outer hub of the clutch with the ring gear and connecting the first engagement portion of the brake to the case end cover and the second engagement portion of the brake to the ring gear such that the first engagement portion and the second engagement portion of the brake are radially inward of the ring gear, the relative linear speeds of the friction plates of the clutch and the brake can be reduced, thereby reducing wear of the friction plates, improving the service lives of the clutch and the brake, and reducing maintenance costs of the transmission.
It will be apparent to those skilled in the art that various modifications and variations can be made to the embodiments disclosed above without departing from the scope or spirit of the utility model. Other embodiments of the utility model will be apparent to those skilled in the art from consideration of the specification and practice of the utility model disclosed herein. It is intended that the specification and examples disclosed herein be considered as exemplary only, with a true scope of the utility model being indicated by the following claims and their equivalents.
Claims (10)
1. A transmission system comprising a housing and a transmission mechanism accommodated in the housing, the transmission mechanism comprising a power input shaft, a planetary gear mechanism, a clutch, a brake and an output shaft, the planetary gear mechanism comprising a sun gear fixedly connected with the power input shaft, a planet carrier, a plurality of planet gears mounted on the planet carrier and meshed with the sun gear, and a ring gear meshed with the plurality of planet gears, characterized in that an inner hub of the clutch is connected with the planet carrier, and an outer hub of the clutch is connected with the ring gear.
2. The transmission system of claim 1, wherein the first engagement portion of the brake is connected to an end cap of the housing and the second engagement portion of the brake is connected to the ring gear such that the first and second engagement portions of the brake are radially inward of the ring gear.
3. The transmission system according to claim 2, wherein when the inner hub and the outer hub of the clutch are in a disengaged state and the first engagement portion and the second engagement portion of the brake are in an engaged state, the ring gear is fixed by the brake so that power is transmitted from the power input shaft to the output shaft through the sun gear, the carrier in this order, while the transmission system is in a first gear.
4. The transmission system according to claim 2, wherein when the inner hub and the outer hub of the clutch are in an engaged state and the first engagement portion and the second engagement portion of the brake are in a disengaged state, the carrier and the ring gear are connected as a single body by the clutch, so that power is transmitted from the power input shaft to the output shaft through the integrally rotating planetary gear mechanism, while the transmission system is in the second gear.
5. A gear change system according to claim 3 or 4, wherein the planet carrier is connected to an intermediate gear via an intermediate shaft, the intermediate gear being in mesh with an output gear, the output gear being fixedly connected to the output shaft.
6. A transmission system according to any one of claims 1 to 4, wherein the sun gear is formed in one piece with the power input shaft.
7. The transmission system according to any one of claims 1 to 4, wherein the clutch is a hydraulic friction plate clutch.
8. The transmission system according to any one of claims 1 to 4, wherein the brake is a hydraulic friction plate brake.
9. A working machine, characterized in that it comprises a gear change system according to any one of claims 1-8.
10. The work machine of claim 9, wherein the output shaft of the transmission is connected to a drive axle of the work machine, the drive axle being connected to wheels via axle shafts.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323060495.0U CN221610532U (en) | 2023-11-13 | 2023-11-13 | Speed change system and engineering machinery comprising same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323060495.0U CN221610532U (en) | 2023-11-13 | 2023-11-13 | Speed change system and engineering machinery comprising same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221610532U true CN221610532U (en) | 2024-08-27 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202323060495.0U Active CN221610532U (en) | 2023-11-13 | 2023-11-13 | Speed change system and engineering machinery comprising same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221610532U (en) |
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2023
- 2023-11-13 CN CN202323060495.0U patent/CN221610532U/en active Active
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