Electric mine truck gearbox and gear shifting control method thereof

Abstract

According to the electric mine truck gearbox, due to the three-gear speed changing design, the most suitable gear can be selected according to different working conditions, power output is optimized, the requirement of a mine truck for power is met, the high-efficiency area coverage rate of a motor is increased, the overall efficiency of the gearbox is improved, and energy consumption is effectively reduced; the driving flexibility and efficiency are improved on the basis that powerful power is provided through multi-motor configuration, the front intermediate shaft assembly is coaxially connected with the output end of the power coupling assembly, the rear intermediate shaft extends into the front intermediate shaft assembly to be coaxially aligned with the output end of the power coupling assembly, and a compact parallel shaft structure is formed; the radial space of the gearbox is fully utilized, the axial size of the gearbox is reduced, the space size of the gearbox is reduced, arrangement of the whole vehicle is facilitated, the front intermediate shaft assembly and the rear intermediate shaft jointly bear radial and axial loads in the transmission process, gear stress in the transmission process is reduced, and the transmission efficiency is improved. The transmission stability and reliability of the gearbox under severe working conditions are improved, and the working condition adaptability of the gearbox is improved.

Description

Technical Field

[0001] The present invention relates to an electric mining truck gearbox and a gear shift control method thereof, belonging to the technical field of pure electric gearboxes. Background Art

[0002] Existing electric mining trucks with a single motor direct drive face pain points such as insufficient torque for heavy-load climbing, poor adaptability to complex working conditions, and limited cruising range. These make it difficult to meet the diverse operational needs of open-pit mines, such as "heavy-load climbing, long-distance transportation, and empty-load return." Dual motors offer considerable advantages over single motors in improving drive efficiency. Dual-motor electric drive axles are widely used, providing higher power output through the coordination of two motors to meet the power requirements of different working conditions. However, for mining dump trucks above 130 tons, in order to meet the power requirements, a multi-motor drive power merging structure with more than two motors is required. However, the multi-motor drive power merging structure is complex and presents the following technical problems: 1. When the torsional load is large, the axial force on the transmission shaft is large, and the stress on the gear is large, which causes the shaft support bearings and gears on the transmission shaft to wear faster, shorten their service life, increase the failure rate, and affect the transmission reliability.

[0003] 2. The transmission coordination from multiple input shafts to intermediate shafts and then to output shafts increases the axial size of the gearbox, which is not conducive to the overall vehicle layout.

[0004] 3. The motor is integrated with the gearbox input, making it impossible to configure motors of different numbers and powers according to the power requirements of vehicles of different tonnages, and it cannot be adjusted and customized according to different vehicle models and performance requirements.

[0005] 4. New energy heavy-duty trucks still face problems such as insufficient adaptability of the transmission system and high energy consumption in scenarios such as mountain transportation and mining operations. Summary of the Invention

[0006] The electric mining truck gearbox and the shift control method thereof provided by the present invention can meet the power requirements of mining trucks, improve the coverage rate of the motor's high-efficiency area, improve the overall efficiency of the gearbox, effectively reduce energy consumption, improve the flexibility and efficiency of the drive on the basis of providing powerful power with a multi-motor configuration, reduce the gear stress during the transmission process, improve the transmission stability and reliability of the gearbox under harsh working conditions, and improve the working condition adaptability of the gearbox.

[0007] In order to achieve the above object, the technical solution adopted by the present invention is: An electric mining truck gearbox includes a power coupling assembly for coupling the power of multiple motors, a speed change mechanism and an output shaft. The power coupling assembly is divided into two groups, and the output end of each group of power coupling assemblies is coaxially connected to a group of speed change mechanisms. The two groups of speed change mechanisms are symmetrically distributed on both sides of the output shaft and are respectively engaged with the output shaft. It is characterized in that the speed change mechanism includes a front intermediate shaft assembly coaxially connected to the output end of the power coupling assembly, a rear intermediate shaft extending into the front intermediate shaft assembly and coaxially aligned with the output end of the power coupling assembly, a shift gear sleeve 1 slidably assembled on the rear intermediate shaft in the axial direction, and a shift gear sleeve 2 slidably assembled on the rear intermediate shaft in the axial direction. The rear intermediate shaft is connected to the output end of the power coupling assembly or connected to the front intermediate shaft assembly as the shift gear sleeve 1 shifts, and the rear intermediate shaft is connected to or separated from the front intermediate shaft assembly as the shift gear sleeve 2 shifts, and the rear intermediate shaft is engaged with the output shaft.

[0008] Preferably, the power coupling assembly includes at least two motors, an input shaft connected to the shaft end of the motor, a constant meshing shaft respectively meshed with multiple input shafts, and a coupling output gear splined into the constant meshing shaft, the front intermediate shaft assembly is meshed with the coupling output gear, and the rear intermediate shaft is coaxially aligned and arranged on the rear side of the coupling output gear.

[0009] Preferably, the front intermediate shaft assembly includes a front intermediate shaft symmetrically arranged on both sides of the constant mesh shaft, a constant mesh gear fixed on the front intermediate shaft and meshed with the coupling output gear, a high-speed driving gear fixed on the front intermediate shaft and located at the rear side of the constant mesh gear, a low-speed driving gear fixed on the front intermediate shaft and located at the rear side of the high-speed driving gear, a high-speed driven gear meshed with the high-speed driving gear, and a low-speed driven gear meshed with the low-speed driving gear, and the high-speed driven gear and the low-speed driven gear are respectively rotatably assembled on the rear intermediate shaft.

[0010] Preferably, a coupling gear corresponding to the shift sleeve 1 is coaxially fixed on the coupling output gear, and the shift sleeve 1 is located between the coupling gear and the high-end passive gear. The shift sleeve 1 moves to the left to couple with the coupling gear, and moves to the right to couple with the high-end passive gear.

[0011] Preferably, the rear end of the rear intermediate shaft is coaxially fixed with an output pinion meshing with the output shaft, the shift sleeve 2 is assembled on the output pinion and corresponds to the low-speed passive gear, and the shift sleeve 2 moves leftward to engage with the low-speed passive gear.

[0012] Preferably, an output large gear meshing with the output small gear is fixed on the output shaft.

[0013] The above-mentioned shift control method for the electric mining truck gearbox is characterized in that the first shift gear sleeve and the second shift gear sleeve are both in the neutral position in the initial state, and characterized in that: Shift gear sleeve 1 is shifted to neutral, and shift gear sleeve 2 is shifted to connect the rear intermediate shaft with the front intermediate shaft assembly to form the first gear power output of the transmission; The first shift gear sleeve is shifted to connect the rear intermediate shaft with the front intermediate shaft assembly, and the second shift gear sleeve is shifted to neutral to form the second gear power output of the transmission; The first shift gear sleeve is shifted to connect the rear intermediate shaft with the output end of the power coupling assembly, and the second shift gear sleeve is shifted to neutral to form the third gear power output of the transmission.

[0014] Preferably, "shifting the gear sleeve one to connect the rear intermediate shaft with the output end of the power coupling assembly" means that the gear sleeve one moves to the left and is combined with the coupling gear; "shifting the gear sleeve one to connect the rear intermediate shaft with the front intermediate shaft assembly" means that the gear sleeve one moves to the right and is combined with the high-speed passive gear; "shifting the gear sleeve two to connect the rear intermediate shaft with the front intermediate shaft assembly" means that the gear sleeve two moves to the left and is combined with the low-speed passive gear.

[0015] The beneficial effects of the invention are: The electric mining truck gearbox of the present invention has a power coupling assembly that couples the power of multiple motors, each power coupling assembly is connected to a group of speed change mechanisms, and the two groups of speed change mechanisms are respectively engaged with the output shaft to form a transmission from the power coupling assembly, the speed change mechanism to the output shaft, and the front intermediate shaft assembly in the speed change mechanism is connected to the output end of the power coupling assembly; when the shift gear sleeve 1 is shifted to neutral and the shift gear sleeve 2 connects the rear intermediate shaft with the front intermediate shaft assembly, the power of the power coupling assembly is transmitted to the rear intermediate shaft via the front intermediate shaft assembly, and the rear intermediate shaft transmits the power to the output shaft, forming a first-gear power output with large torque and low speed; when the shift gear sleeve 1 is shifted to connect the rear intermediate shaft with the front intermediate shaft assembly and the shift gear sleeve 2 is shifted to neutral, the power of the power coupling assembly is transmitted to the rear intermediate shaft via the front intermediate shaft assembly, and the rear intermediate shaft transmits the power to the output shaft, forming a second-gear power output with a torque less than that of the first-gear power and a speed greater than that of the first-gear power; when the shift gear sleeve 1 is shifted to connect the rear intermediate shaft with the output end of the power coupling assembly and the shift gear sleeve 2 is shifted to neutral, the power coupling assembly The power of the components is directly transmitted to the rear intermediate shaft, which transmits the power to the output shaft, forming a third-speed power output with a torque less than the second-speed power and a speed greater than the second-speed power. The three-speed transmission design of the gearbox can select the most suitable gear according to different working conditions, optimize the power output, meet the power requirements of mining trucks, improve the coverage of the motor's high-efficiency area, improve the overall efficiency of the gearbox, effectively reduce energy consumption, and improve the flexibility and efficiency of the drive on the basis of the powerful power provided by the multi-motor configuration. The front intermediate shaft assembly is coaxially connected to the output end of the power coupling assembly, and the rear intermediate shaft extends into the front intermediate shaft assembly and is coaxially aligned with the output end of the power coupling assembly, forming a compact parallel shaft structure. It fully utilizes the radial space of the gearbox and reduces the axial dimension of the gearbox to reduce the spatial volume of the gearbox, which is beneficial to the overall vehicle layout. In addition, the front intermediate shaft assembly and the rear intermediate shaft jointly bear the radial and axial loads during the transmission process, reduce gear stress during the transmission process, improve the transmission stability and reliability of the gearbox under harsh working conditions, and improve the working condition adaptability of the gearbox. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 The figure is a schematic diagram of the transmission structure of the electric mining truck gearbox of the present invention.

[0017] Figure 2 Schematic diagram of the transmission structure of the electric mining truck gearbox when forming the first gear power output.

[0018] Figure 3 This is a schematic diagram of the transmission structure of the electric mining truck gearbox when forming the second-gear power output.

[0019] Figure 4 Schematic diagram of the transmission structure of the electric mining truck gearbox when forming three-speed power output. DETAILED DESCRIPTION

[0020] The following combination Figures 1 to 4 The embodiments of the present invention are described in detail.

[0021] An electric mining truck gearbox includes a power coupling assembly 1 for coupling the power of multiple motors, a speed change mechanism 2 and an output shaft 3. The power coupling assemblies 1 are in two groups, and the output end of each group of power coupling assemblies 1 is coaxially connected to a group of speed change mechanisms 2. The two groups of speed change mechanisms 2 are symmetrically distributed on both sides of the output shaft 3 and are respectively engaged with the output shaft 3. The characteristic is that the speed change mechanism 2 includes a front intermediate shaft assembly 4 coaxially connected to the output end of the power coupling assembly 1, a rear intermediate shaft 5 extending into the front intermediate shaft assembly 4 and coaxially aligned with the output end of the power coupling assembly 1, a shift gear sleeve 6 axially slidably assembled on the rear intermediate shaft 5, and a shift gear sleeve 2 axially slidably assembled on the rear intermediate shaft 5. The rear intermediate shaft 5 is connected to the output end of the power coupling assembly 1 or connected to the front intermediate shaft assembly 4 as the shift gear sleeve 1 6 shifts, and the rear intermediate shaft 5 is connected to or separated from the front intermediate shaft assembly 4 as the shift gear sleeve 2 7 shifts, and the rear intermediate shaft 5 is engaged with the output shaft 3.

[0022] The above electric mining truck gearbox, the power coupling assembly 1 couples the power of multiple motors, each group of power coupling assemblies 1 is connected to a group of speed change mechanisms 2, and the two groups of speed change mechanisms 2 are respectively engaged with the output shaft 3, forming a transmission from the power coupling assembly 1, the speed change mechanism 2 to the output shaft 3, and the front intermediate shaft assembly 4 in the speed change mechanism 2 is connected to the output end of the power coupling assembly 1; when the shift gear sleeve 1 6 is shifted to neutral and the shift gear sleeve 2 7 connects the rear intermediate shaft 5 with the front intermediate shaft assembly 4, the power of the power coupling assembly 1 is transmitted to the rear intermediate shaft through the front intermediate shaft assembly 4. The rear intermediate shaft 5 transmits power to the output shaft 3, forming a first-gear power output with large torque and low speed; when the shift gear sleeve 1 6 shifts the rear intermediate shaft 5 to connect the front intermediate shaft assembly 4 and the shift gear sleeve 2 7 is shifted to neutral, the power of the power coupling assembly 1 is transmitted to the rear intermediate shaft 5 via the front intermediate shaft assembly 4, and the rear intermediate shaft 5 transmits power to the output shaft 3, forming a second-gear power output with a torque less than the first-gear power and a speed greater than the first-gear power; when the shift gear sleeve 1 6 shifts the rear intermediate shaft 5 to connect the output end of the power coupling assembly 1 and the shift gear sleeve 2 7 is shifted to neutral, the power of the power coupling assembly 1 is transmitted to the rear intermediate shaft 5 via the front intermediate shaft assembly 4, and the rear intermediate shaft 5 transmits power to the output shaft 3, forming a second-gear power output with a torque less than the first-gear power and a speed greater than the first-gear power; When in neutral, power from the power coupling assembly 1 is directly transmitted to the rear intermediate shaft 5, which in turn transmits the power to the output shaft 3, creating a third-speed power output with less torque than the second-speed power and greater speed than the second-speed power. The transmission's three-speed shifting design allows for selection of the most appropriate gear according to different operating conditions, optimizing power output and meeting the power requirements of mining trucks. This increases coverage of the motor's high-efficiency zone, improves the transmission's overall efficiency, and effectively reduces energy consumption. This enhances drive flexibility and efficiency while providing powerful power with a multi-motor configuration. The front intermediate shaft assembly 4 is coaxially connected to the output end of the power coupling assembly 1, while the rear intermediate shaft 5 extends into the front intermediate shaft assembly 4 and is coaxially aligned with the output end of the power coupling assembly 1, forming a compact parallel shaft structure. This fully utilizes the radial space of the transmission and reduces its axial dimension, thereby reducing its spatial volume and facilitating overall vehicle layout. Furthermore, the front intermediate shaft assembly 4 and the rear intermediate shaft 5 jointly bear the radial and axial loads during transmission, reducing gear stress during transmission, improving transmission stability and reliability under harsh operating conditions, and enhancing the transmission's adaptability to operating conditions.

[0023] The power coupling assembly 1 includes at least two motors, an input shaft 11 connected to the motor's shaft end, a constant mesh shaft 12 meshing with each of the input shafts 11, and a coupling output gear 13 splined into the constant mesh shaft 12. The front intermediate shaft assembly 4 meshes with the coupling output gear 13, and the rear intermediate shaft 5 is coaxially aligned and positioned behind the coupling output gear 13. As can be seen from the accompanying drawings, the power coupling assembly 1 includes two motors. The input shafts 11 connected to the motor's shaft end mesh with each of the constant mesh shafts 12, coupling the power of the two motors to the constant mesh shafts 12. The constant mesh shafts 12 drive the coupling output gears 13 to rotate synchronously. The coupling output gear 13, serving as the output end of the power coupling assembly 1, transmits power to the front intermediate shaft assembly 4. Multiple input shafts 11 can be provided. Motors of varying numbers or powers can be configured to meet the power requirements of different vehicle tonnages. This allows for flexible adjustment of input power to suit different vehicle models and performance requirements, shortening product development cycles.

[0024] The front intermediate shaft assembly 4 includes a front intermediate shaft 41 symmetrically arranged on both sides of the constant mesh shaft, a constant mesh gear 42 fixed to the front intermediate shaft 41 and meshing with the coupling output gear 13, a high-speed driving gear 43 fixed to the front intermediate shaft 41 and located behind the constant mesh gear 43, a low-speed driving gear 44 fixed to the front intermediate shaft 41 and located behind the high-speed driving gear 43, a high-speed driven gear 45 meshing with the high-speed driving gear 43, and a low-speed driven gear 46 meshing with the low-speed driving gear 44. The high-speed driven gear 45 and the low-speed driven gear 46 are respectively rotatably assembled on the rear intermediate shaft 5. Each front intermediate shaft assembly 4 has two front intermediate shafts 41. The coupling output gear 13 drives the constant mesh gear 42 on the front intermediate shaft 41 to rotate synchronously, transmitting the power of the coupling power assembly 1 to the front intermediate shaft 41. The low-speed driving gear 44 and the high-speed driving gear 43 rotate synchronously with the front intermediate shaft 41, and drive the low-speed passive gear 46 and the high-speed passive gear 45 to rotate synchronously. Since the low-speed passive gear 46 and the high-speed passive gear 45 are rotatably mounted on the rear intermediate shaft 5, when the shift gear sleeve 1 and the shift gear sleeve 1 are connected, the low-speed driven gear 46 and the high-speed driven gear 45 rotate synchronously. When both gear sleeves 7 are in the neutral position, power cannot be transmitted to the rear intermediate shaft 5. Only when the shift sleeve 1 6 or the shift sleeve 2 7 is shifted can the power of the coupled output gear 13 be directly transmitted to the rear intermediate shaft 5 or transmitted to the rear intermediate shaft 5 after being reduced in speed via the front intermediate shaft assembly 5. The rear intermediate shaft 5 extends between the two front intermediate shafts 41 and meshes with the output shaft 3, forming a compact parallel shaft structure. The rear intermediate shaft 5 and the front intermediate shaft 41 jointly share the load of the transmission process, reducing the gear meshing stress and improving the smoothness of the transmission.

[0025] Among them, the coupling output gear 13 is coaxially fixed with a coupling gear 14 corresponding to the shift gear sleeve 16. The shift gear sleeve 16 is located between the coupling gear 14 and the high-end passive gear 45. The shift gear sleeve 16 moves to the left and is coupled with the coupling gear 14, and moves to the right and is coupled with the high-end passive gear 45. The shift sleeve 6 is initially located in a neutral position between the coupling gear 14 and the high-speed driven gear 45. When the shift sleeve 6 moves to the left and engages with the coupling gear 14, the rear intermediate shaft 5 is connected to the coupling output gear 13, and the coupling output gear 13 directly transmits power to the rear intermediate shaft 13. When the shift sleeve 6 moves to the right and engages with the high-speed driven gear 45, the power of the coupling output gear 13 is often meshed with the gear 42, the high-speed driving gear 43 and the high-speed driven gear 45, and the shift sleeve 6 to be transmitted to the rear intermediate shaft 5, and the power of the coupling output gear 13 is reduced and then transmitted to the rear intermediate shaft 13. The shift sleeve 6 can form a direct connection between the power coupling assembly 1 and the rear intermediate shaft 5 or an indirect connection between the power coupling assembly 1 and the rear intermediate shaft 5 through the front intermediate shaft assembly 4 by shifting.

[0026] The rear end of the rear intermediate shaft 5 is coaxially fixed with an output pinion 51 that meshes with the output shaft 3. The second shift sleeve 7 is mounted on the output pinion 51 and corresponds to the low-speed driven gear 46. The second shift sleeve 7 moves leftward to engage with the low-speed driven gear 46. The second shift sleeve 7 is initially located to the right of the low-speed driven gear 46 and is in a neutral position. When the second shift sleeve 7 moves leftward to engage with the low-speed driven gear 46, the power of the coupling output gear 13 is constantly meshed with the gear 42, the low-speed driving gear 44, the low-speed driven gear 46, the second shift sleeve 7, and the output pinion 51 to the rear upper intermediate shaft 5, thereby reducing the power of the coupling output gear 13 and transmitting it to the rear intermediate shaft 13. The second shift sleeve 7, through shifting, can establish an indirect connection between the rear intermediate shaft 5 and the power coupling assembly via the front intermediate shaft assembly 4.

[0027] The output shaft 3 is fixed with an output gear 31 meshing with an output pinion 51. The output pinion 51 meshes with the output gear 31 to decelerate the power of the rear intermediate shaft 5 and transmit it to the output shaft 3 to form power output.

[0028] The present invention also protects the above-mentioned shift control method of the electric mining truck gearbox, which is characterized in that: the shift gear sleeve 1 6 and the shift gear sleeve 2 7 are both in the neutral position in the initial state, and the characteristics are: The shift gear sleeve 1 6 is shifted to neutral, and the shift gear sleeve 2 7 is shifted to connect the rear intermediate shaft 5 with the front intermediate shaft assembly 4, forming the first gear power output of the transmission; The shift gear sleeve 1 6 is shifted to connect the rear intermediate shaft 5 with the front intermediate shaft assembly 4, and the shift gear sleeve 2 7 is shifted to neutral to form the second gear power output of the transmission; The shift gear sleeve 1 6 is shifted to connect the rear intermediate shaft 5 with the output end of the power coupling assembly 1, and the shift gear sleeve 2 7 is shifted to neutral to form the third gear power output of the transmission.

[0029] The above-mentioned shift control method is that when the shift gear sleeve 1 is shifted to neutral and the shift gear sleeve 2 connects the rear intermediate shaft with the front intermediate shaft assembly, the power of the power coupling assembly is transmitted to the rear intermediate shaft via the front intermediate shaft assembly, and the rear intermediate shaft transmits the power to the output shaft, forming a first-gear power output with large torque and low speed, which is suitable for heavy-load climbing or muddy working conditions; when the shift gear sleeve 1 6 shifts to connect the rear intermediate shaft 5 with the front intermediate shaft assembly 4 and the shift gear sleeve 2 7 is shifted to neutral, the power of the power coupling assembly 1 is transmitted to the rear intermediate shaft 5 via the front intermediate shaft assembly 4, and the rear intermediate shaft 5 transmits the power to the output shaft 3, forming a second-gear power output with a torque less than the first-gear power and a speed greater than the first-gear power, which is suitable for heavy-load flat roads, Light-load climbing or muddy working conditions; when the shift sleeve 1 6 shifts to connect the rear intermediate shaft 5 with the output end of the power coupling component 1 and the shift sleeve 2 7 is shifted to neutral, the power of the power coupling component 1 is directly transmitted to the rear intermediate shaft 5, and the rear intermediate shaft 5 transmits the power to the output shaft 3, forming a third-speed power output with a torque less than the second-speed power and a speed greater than the second-speed power, which is suitable for light-load flat road working conditions; the three-speed transmission design of the gearbox can select the most suitable gear according to different working conditions, optimize the power output, meet the power needs of mining trucks, improve the coverage rate of the motor's high-efficiency area, improve the overall efficiency of the gearbox, effectively reduce energy consumption, and improve the flexibility and efficiency of the drive on the basis of providing powerful power with a multi-motor configuration.

[0030] Among them, "shifting the gear sleeve 6 to connect the rear intermediate shaft 5 with the output end of the power coupling assembly 1" means that the gear sleeve 6 moves to the left and is combined with the coupling gear 14; "shifting the gear sleeve 6 to connect the rear intermediate shaft 5 with the front intermediate shaft assembly 4" means that the gear sleeve 6 moves to the right and is combined with the high-speed passive gear 45; "shifting the gear sleeve 27 to connect the rear intermediate shaft 5 with the front intermediate shaft assembly 4" means that the gear sleeve 26 moves to the left and is combined with the low-speed passive gear 46.

[0031] When the gearbox needs to output first-gear power, the shift sleeve 1 6 is shifted to neutral, the shift sleeve 2 7 moves to the left and combines with the low-gear driven gear 46, and the power of the multi-motor is coupled to the coupling output gear 13 through the coupling power assembly 1. The coupling output gear 13 drives the constant mesh gear 42, the low-gear driving gear 44, the low-gear driven gear 46, and the shift sleeve 2 7 to rotate, and transmits the power to the rear intermediate shaft 5 after deceleration. The rear intermediate shaft 5 transmits the power to the output shaft 3 through the engagement of the output pinion 51 and the output gear 31, forming first-gear power. The output torque of the first-gear power is large and the speed is low, which meets the high-torque drive requirements under harsh working conditions of mining trucks.

[0032] When the gearbox needs to output second-gear power, the shift sleeve 1 6 moves to the right and combines with the high-speed passive gear 45, and the shift sleeve 2 7 is shifted to neutral. The power of the multi-motor is coupled to the coupling output gear 13 through the coupling power assembly 1. The coupling output gear 13 drives the constant mesh gear 42, the high-speed driving gear 43, the high-speed passive gear 45, and the shift sleeve 1 6 to rotate, and transmits the power to the rear intermediate shaft 5 after deceleration. The rear intermediate shaft 5 transmits the power to the output shaft 3 through the engagement of the output pinion 51 and the output gear 31, forming second-gear power. The torque of the second-gear power is less than that of the first-gear power, and the speed is greater than that of the first-gear power. It is suitable for heavy-load flat road conditions, light-load climbing or muddy conditions of mining trucks.

[0033] When the gearbox needs to output third-gear power, the shift sleeve 1 6 moves to the left and combines with the coupling gear 14, and the shift sleeve 2 7 is shifted to neutral. The power of the multi-motor is coupled to the coupling output gear 13 through the coupling power assembly 1, and the coupling output gear 13 transmits the power directly to the rear intermediate shaft 5 through the shift sleeve 1 6. The rear intermediate shaft 5 transmits the power to the output shaft 3 through the engagement of the output small gear 51 and the output large gear 31, forming third-gear power. The torque of the third-gear power is less than that of the second-gear power, and the speed is greater than that of the second-gear power, which is suitable for mining trucks working on loaded and level roads.

[0034] The above fully describes the technical solutions of the embodiments of the present invention in conjunction with the accompanying drawings. It should be noted that the embodiments described are only part of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

Claims

1. An electric mining truck gearbox includes a power coupling assembly for coupling the power of multiple motors, a speed change mechanism, and an output shaft. The power coupling assembly is provided in two groups, and the output end of each group of power coupling assemblies is coaxially connected to a group of speed change mechanisms. The two groups of speed change mechanisms are symmetrically distributed on both sides of the output shaft and mesh with the output shaft respectively. The characteristics are: The speed change mechanism includes a front intermediate shaft assembly coaxially connected to the output end of the power coupling assembly, a rear intermediate shaft extending into the front intermediate shaft assembly and coaxially aligned with the output end of the power coupling assembly, a shift gear sleeve 1 slidably assembled on the rear intermediate shaft, and a shift gear sleeve 2 slidably assembled on the rear intermediate shaft. The rear intermediate shaft is connected to the output end of the power coupling assembly or to the front intermediate shaft assembly as the shift gear sleeve 1 shifts, and the rear intermediate shaft is connected to or separated from the front intermediate shaft assembly as the shift gear sleeve 2 shifts, and the rear intermediate shaft is engaged with the output shaft.

2. The electric mining truck gearbox according to claim 1, characterized in that: The power coupling assembly includes at least two motors, an input shaft connected to the shaft end of the motor, a constant meshing shaft respectively meshed with multiple input shafts, and a coupling output gear splined into the constant meshing shaft. The front intermediate shaft assembly is meshed with the coupling output gear, and the rear intermediate shaft is coaxially aligned and arranged on the rear side of the coupling output gear.

3. The electric mining truck gearbox according to claim 2, characterized in that: The front intermediate shaft assembly includes a front intermediate shaft symmetrically arranged on both sides of the constant mesh shaft, a constant mesh gear fixed on the front intermediate shaft and meshed with the coupling output gear, a high-speed driving gear fixed on the front intermediate shaft and located behind the constant mesh gear, a low-speed driving gear fixed on the front intermediate shaft and located behind the high-speed driving gear, a high-speed driven gear meshed with the high-speed driving gear, and a low-speed driven gear meshed with the low-speed driving gear. The high-speed driven gear and the low-speed driven gear are respectively rotatably assembled on the rear intermediate shaft.

4. The electric mining truck gearbox according to claim 3, characterized in that: The coupling output gear is coaxially fixed with a coupling gear corresponding to the shift sleeve 1. The shift sleeve 1 is located between the coupling gear and the high-end passive gear. The shift sleeve 1 moves leftward to couple with the coupling gear and moves rightward to couple with the high-end passive gear.

5. The electric mining truck gearbox according to claim 3, characterized in that: The rear end of the rear intermediate shaft is coaxially fixed with an output pinion meshing with the output shaft. The second shift gear sleeve is assembled on the output pinion and corresponds to the low-speed passive gear. The second shift gear sleeve moves leftward and combines with the low-speed passive gear.

6. The electric mining truck gearbox according to claim 5, characterized in that: An output large gear meshing with an output small gear is fixed on the output shaft.

7. The shift control method for an electric mining truck gearbox according to any one of claims 1 to 6, characterized in that: The first shift gear sleeve and the second shift gear sleeve are both in the neutral position in the initial state, and are characterized by: Shift gear sleeve 1 is shifted to neutral, and shift gear sleeve 2 is shifted to connect the rear intermediate shaft with the front intermediate shaft assembly to form the first gear power output of the transmission; The first shift gear sleeve is shifted to connect the rear intermediate shaft with the front intermediate shaft assembly, and the second shift gear sleeve is shifted to neutral to form the second gear power output of the transmission; The first shift gear sleeve is shifted to connect the rear intermediate shaft with the output end of the power coupling assembly, and the second shift gear sleeve is shifted to neutral to form the third gear power output of the transmission.

8. The shift control method for an electric mining truck gearbox according to claim 7, characterized in that: "Shifting the gear sleeve one to connect the rear intermediate shaft with the output end of the power coupling assembly" means that the shift sleeve one moves to the left and is engaged with the coupling gear; "Shifting the gear sleeve one to connect the rear intermediate shaft with the front intermediate shaft assembly" means that the shift sleeve one moves to the right and is engaged with the high-speed passive gear; "Shifting the gear sleeve two to connect the rear intermediate shaft with the front intermediate shaft assembly" means that the shift sleeve two moves to the left and is engaged with the low-speed passive gear.

Images