Mining vehicle and chassis system thereof

Abstract

The application discloses a mine vehicle and a chassis system thereof, and belongs to the technical field of mine vehicles.The chassis system comprises a frame and at least two drive axles, and each drive axle comprises a motor driving unit.The output end of the motor driving unit is in driving connection with the input end of the axle assembly of the corresponding drive axle through a transmission shaft.In this way, the distributed motor driving system is formed by the independently arranged motor driving units, driving force can be provided for the corresponding drive axles, the driving power of the whole vehicle is greatly improved, and in addition, the gearbox and the transmission shaft can be independently arranged, so that the performance limitations of the driving motor, the gearbox and the transmission shaft and the like are avoided, the driving capacity of the whole vehicle is effectively improved, and good technical support is provided for effectively improving the load capacity of the whole vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a mining vehicle and its chassis system. Background Technology

[0002] Mining vehicles, as an important type of mining transportation equipment, typically need to operate continuously under heavy loads for extended periods in complex and harsh environments. Typical mining vehicles employ multi-axle drive technology to provide better traction and maneuverability.

[0003] However, existing mining vehicles have a centralized power system that transmits power to each driveshaft through multiple stages. Limited by the maximum power output of this system, the overall vehicle power cannot be further increased within this architecture, creating a bottleneck in the evolution of larger tonnage models.

[0004] In view of this, it is urgent to optimize the chassis system of existing mining vehicles in order to effectively improve the overall driving capability of the vehicles. Summary of the Invention

[0005] To address the aforementioned technical problems, this invention provides a mining vehicle and its chassis system. By optimizing the structure of the chassis system, the overall driving capability of the vehicle is effectively improved, providing a solid technical guarantee for effectively enhancing the vehicle's load-bearing capacity.

[0006] The present invention provides a chassis system for a mining vehicle, the chassis system including a frame and at least two drive axles, each drive axle including a motor drive unit; the output end of the motor drive unit is connected to the input end of the axle assembly of the corresponding drive axle via a drive shaft.

[0007] Optionally, the chassis system further includes an A-frame corresponding to the drive axle. The A-frame includes two frame bodies, one end of which is connected to form a front hinge end, and the other end of each frame body forms a rear fixed end. The two rear fixed ends are set lower than the front hinge end. The two rear fixed ends are fixedly connected to the corresponding axle assembly, and the front hinge end is hinged to the vehicle frame.

[0008] Optionally, the frame includes a right frame crossbeam, a left frame crossbeam, and a ring beam, with the front hinged end of the A-frame hinged to the ring beam.

[0009] Optionally, the chassis system further includes a tie rod corresponding to the drive axle. The tie rod is inclined vertically, with its upper end fixedly connected to one of the right frame crossbeam and the left frame crossbeam, and its lower end hinged to the axle assembly.

[0010] Optionally, the motor drive unit includes a drive motor and a drive gearbox, the output shaft of the drive motor is connected to the input shaft of the drive gearbox, and the output shaft of the drive gearbox forms the output end of the motor drive unit.

[0011] Optionally, the motor drive unit is mounted on the vehicle frame via a fixed bracket.

[0012] Optionally, the fixed bracket includes a motor bracket assembly and a gearbox bracket assembly. The drive motor is fixed to the left and right frame crossbeams of the vehicle frame via the motor bracket assembly, and the drive gearbox is fixed to the ring beam of the vehicle frame via the gearbox bracket assembly.

[0013] Optionally, the motor bracket assembly includes two sets of upper motor brackets, lower motor brackets, and motor vibration damping pads. Both the upper motor brackets and the lower motor brackets are L-shaped. The vertical section of the upper motor bracket is fixedly connected to the outer side of the left frame crossbeam or the right frame crossbeam on the corresponding side. The horizontal section of the lower motor bracket is disposed on the horizontal section of the upper motor bracket, and the motor vibration damping pad is disposed between the horizontal section of the lower motor bracket and the horizontal section of the upper motor bracket. The drive motor is fixedly disposed on the vertical sections of the two lower motor brackets.

[0014] Optionally, the gearbox bracket assembly includes two sets of upper gearbox brackets, lower gearbox brackets, and gearbox damping pads. Both the upper and lower gearbox brackets are L-shaped. The vertical section of the upper gearbox bracket is fixedly connected to the inner side of the corresponding ring beam. The horizontal section of the lower gearbox bracket is disposed on the horizontal section of the upper gearbox bracket, and the gearbox damping pad is disposed between the horizontal section of the lower gearbox bracket and the horizontal section of the upper gearbox bracket. The drive gearbox is fixedly disposed on the vertical sections of the two lower gearbox brackets.

[0015] The present invention also provides a mining vehicle, including a chassis system, wherein the chassis system adopts the chassis system of the mining vehicle as described above.

[0016] Compared with existing technologies, this invention innovatively proposes a chassis system for mining vehicles. Specifically, an electric motor-driven power system is independently arranged on each drive axle. The motor drive unit is fixed to the frame via a fixed bracket and provides driving force to the corresponding drive axle. By constructing a distributed motor drive system through independently set motor drive units, the overall vehicle driving power is significantly improved. In addition, the gearbox and driveshaft can be configured independently, circumventing the performance limitations of components such as drive motors, gearboxes, and driveshafts, thereby effectively improving the overall vehicle load-bearing capacity. Attached Figure Description

[0017] Figure 1 A schematic diagram of the architecture of a mining vehicle chassis system provided in this application embodiment;

[0018] Figure 2 for Figure 1 The diagram shows the front and rear steering principle of the mining vehicle chassis system.

[0019] Figure 3 A top view showing the assembly relationship of a drive axle provided in an embodiment of this application;

[0020] Figure 4 for Figure 3 A partial view in the middle;

[0021] Figure 5 for Figure 3 The partial view in direction B;

[0022] Figure 6 A schematic diagram illustrating the assembly relationship of a motor drive unit provided in an embodiment of this application;

[0023] Figure 7 for Figure 6 The diagram shows the assembly relationship between the motor drive unit and the fixed bracket.

[0024] Figure 8 A schematic diagram of another mining vehicle chassis system provided in this application embodiment;

[0025] Figure 9 A schematic diagram of the architecture of another mining vehicle chassis system provided in this application embodiment;

[0026] Figure 10 A schematic diagram of another mining vehicle chassis system provided in this application embodiment;

[0027] Figure 11 This is a schematic diagram of the architecture of another mining vehicle chassis system provided in the embodiments of this application.

[0028] Explanation of reference numerals in the attached figures:

[0029] Steering front axle 10, steering wheel 101, steering gear 102, front axle suspension mechanism 103, front axle steering mechanism 104, front right steering cylinder 1041, front left steering cylinder 1042;

[0030] First drive rear axle 20, first motor drive unit 201, first drive motor 2011, first drive gearbox 2012, first output transmission shaft 202, first reducer 203, first differential 204, first drive output half shaft 205;

[0031] Second drive rear axle 30, second motor drive unit 301, second drive motor 3011, second drive gearbox 3012, second output transmission shaft 302, second reducer 303, second differential 304, second drive output half shaft 305;

[0032] Third rear steering axle 40, third rear axle steering mechanism 406, third rear right steering cylinder 4061, third rear left steering cylinder 4062, third rear axle suspension mechanism 407;

[0033] The third drive steering rear axle 40a, the third motor drive unit 401, the third drive motor 4011, the third drive gearbox 4012, the third output drive shaft 402, the third reducer 403, and the third differential 404.

[0034] Third drive rear axle 40b;

[0035] Fourth rear steering axle 50b, fourth rear axle steering mechanism 506, fourth rear axle suspension mechanism 507;

[0036] First driven rear axle 20c;

[0037] Fourth drive steering rear axle 50c, fourth motor drive unit 501, fourth drive motor 5011, fourth drive gearbox 5012, fourth output drive shaft 502, fourth reducer 503, fourth differential 504, fourth rear axle steering mechanism 506, fourth rear axle suspension mechanism 507.

[0038] Motor drive unit 01, drive motor 011, drive gearbox 012, drive shaft 02, axle assembly 03, differential 04, output half shaft 05, wheel 06;

[0039] Fixed bracket 60, motor bracket assembly 601, upper motor bracket 6011, lower motor bracket 6012, motor vibration damping pad 6013, gearbox bracket assembly 602, upper gearbox bracket 6021, lower gearbox bracket 6022, gearbox vibration damping pad 6023;

[0040] Frame 70, left frame crossbeam 701, right frame crossbeam 702, ring beam 703, A-frame hinge seat 704, torsion cylinder 705;

[0041] A-frame 81, frame body 811, front hinge end 81a, rear fixed end 81b, horizontal tie rod 82, hydropneumatic suspension 83, shock-absorbing rubber pad 84;

[0042] Electronic oil pump 901, flow divider 902, first solenoid valve 903, second solenoid valve 904, controller 905, angle sensor 906, steering column 907. Detailed Implementation

[0043] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0044] Mining vehicles typically require continuous operation under heavy loads for extended periods, in complex and harsh working environments. To achieve better traction and maneuverability, mining vehicles employ multi-axle drive technology. In existing technologies, the power system of mining vehicles is centrally configured, transmitting power to each driveshaft via multiple stages. The maximum power output of this power system limits the evolution of larger tonnage models. Furthermore, the limited torque transmission capacity of the gearbox and driveshafts in this system architecture also restricts the evolution of larger tonnage models.

[0045] Based on this, this application provides a mining vehicle chassis system in which an electric motor-driven power system is independently arranged on each drive axle. The electric motor drive unit is fixed to the frame by a fixed bracket and provides driving force to the corresponding drive axle. By constructing a distributed electric motor drive system through independently set electric motor drive units, the overall vehicle driving power is significantly improved. In addition, the gearbox and drive shaft can be configured independently to avoid the performance limitations of components such as drive motors, gearboxes, and drive shafts, thereby effectively improving the overall vehicle load capacity.

[0046] Please see Figure 1 The figure is a schematic diagram of the architecture of a mining vehicle chassis system provided in an embodiment of this application.

[0047] like Figure 1 As shown, the chassis system of this mining vehicle is a four-axle architecture with 8 (total wheels) × 4 (drive wheels). Specifically, it includes a steering front axle 10, a first drive rear axle 20, a second drive rear axle 30, and a third steering rear axle 40, arranged sequentially from front to rear. Based on Figure 1 The chassis system shown can provide steering control and driving power for the entire mining vehicle, as well as bear the vehicle's load; for example, but not limited to, mining self-unloading vehicles.

[0048] The first drive rear axle 20 and the second drive rear axle 30 are each independently equipped with a motor drive unit, forming a distributed motor drive system.

[0049] In a specific implementation, the first drive rear axle 20 includes a first motor drive unit 201. The first motor drive unit 201 transmits power to the first reducer 203 via the first output drive shaft 202. After passing through the first differential 204, the power is distributed to the first drive output half-shafts 205 on both sides via the differential. The first motor drive unit 201 serves as the drive power source for the first drive rear axle 20, and outputs power through the first output drive shaft 202.

[0050] For example, the first motor drive unit 201 includes a first drive motor 2011 and a first drive gearbox 2012, the connection ends of which are assembled and fixed by bolts. For example, the first drive gearbox 2012 can be a multi-speed gearbox or a single-speed gearbox. The specific type can be determined according to the overall product design requirements, and this application embodiment does not limit it.

[0051] In a specific implementation, the second drive rear axle 30 includes a second motor drive unit 301. The second motor drive unit 301 transmits power to the second reducer 303 via the second output transmission shaft 302. After passing through the second differential 304, the power is distributed to the second drive output half-shafts 305 on both sides via the differential. The second motor drive unit 301 serves as the drive power source for the second drive rear axle 30, and outputs power through the second output transmission shaft 302.

[0052] For example, the second motor drive unit 301 includes a second drive motor 3011 and a second drive gearbox 3012, and the connection ends of the two are assembled and fixed by bolts. For example, the second drive gearbox 3012 can be a multi-speed gearbox or a single-speed gearbox, which can be determined according to the overall product design requirements, and is not limited in this application embodiment.

[0053] The front steering axle 10 is a disconnectable front axle. This front steering axle 10 includes a steering wheel 101, a steering gear 102, a front axle suspension mechanism 103, and a front axle steering mechanism 104. The corresponding left and right wheels are independently connected to the front axle suspension mechanism 103, enabling independent vertical movement. For example, the front axle suspension mechanism 103 is a MacPherson strut suspension.

[0054] In this embodiment, the steering front axle 10 can drive the front axle steering mechanism 104 through the steering wheel 101 to perform the vehicle steering action. When steering, the change in the posture of one wheel will not affect the other side, and it has good steering accuracy and self-centering, which can effectively improve the steering flexibility and passability of the chassis system.

[0055] For example, the front axle steering mechanism 104 can be a dual-ladder type fully hydraulic steering mechanism, including a front right steering cylinder 1041 and a front left steering cylinder 1042.

[0056] The third steering rear axle 40 is a disconnectable rear axle. This third steering rear axle 40 comprises a third rear axle steering mechanism 406, a third rear axle suspension mechanism 407, and a matching steering transmission device. The left and right wheels are independently connected to the third rear axle suspension mechanism 407, enabling independent vertical movement. For example, the third rear axle suspension mechanism 407 is a MacPherson strut suspension mechanism.

[0057] For example, the third rear axle steering mechanism 406 is a double-ladder type fully hydraulic steering mechanism, including a third rear right steering cylinder 4061 and a third rear left steering cylinder 4062.

[0058] In practice, the cylinder bodies of the left and right steering cylinders (front right steering cylinder 1041, front left steering cylinder 1042, third rear right steering cylinder 4061, and third rear left steering cylinder 4062) of each steering axle (front steering axle 10 and third rear steering axle 40) are connected to the corresponding side of the vehicle frame or axle body; the cylinder rods of the left and right steering cylinders of each steering axle are connected to the corresponding side of the steering knuckle arm or transition rocker arm. The transmission of steering force and wheel deflection are achieved through the extension and retraction of each steering cylinder.

[0059] In this implementation plan, the third steering rear axle 40 and the steering front axle 10 are linked and controlled, sharing a single hydraulic power source to achieve vehicle steering. Please refer to [the relevant documentation]. Figure 2 The image is Figure 1 The diagram shows the front and rear steering principle of the mining vehicle chassis system.

[0060] Combination Figure 2 As shown, the steering power source is an electronic hydraulic pump 901, which delivers hydraulic medium to the first solenoid valve 903 and the second solenoid valve 904 via a distributor 902. The first solenoid valve 903 delivers the hydraulic medium to the front right steering cylinder 1041 and the front left steering cylinder 1042, and the second solenoid valve 904 delivers the hydraulic medium to the third rear right steering cylinder 4061 and the third rear left steering cylinder 4062, thus coordinating to achieve steering and reduce the vehicle's turning radius.

[0061] The first solenoid valve 903 and the second solenoid valve 904 are load-sensitive. During the steering process, if different steering resistances are encountered, the controller 905 can calculate the road load in real time and control the opening ratio of the first solenoid valve 903 and the second solenoid valve 904 in real time. The required steering angle is achieved by extending and retracting the corresponding steering cylinder.

[0062] In its implementation, an angle sensor 906 is fixedly mounted on the steering column 907, which is connected to the steering wheel 101, to collect the steering angle value of the steering wheel 101. During normal operation, the controller 905 receives the steering angle value collected by the angle sensor 906 in real time and outputs control commands to the first solenoid valve 903 and the second solenoid valve 904 according to the steering control strategy. Overall, this effectively reduces the complexity of simultaneous steering control of the front and rear axles, improving steering reliability while also ensuring good system maintainability.

[0063] For motor drive units that are independently configured for each drive axle, they can be fixed to the vehicle frame using mounting brackets 60. Please refer to [link / reference]. Figure 3This figure is a top view of the assembly relationship of a drive rear axle according to an embodiment of this application. Exemplarily, this figure illustrates the assembly relationship between the corresponding motor drive unit and the vehicle frame using a drive axle as an example.

[0064] In a specific implementation, both the first drive rear axle 20 and the second drive rear axle 30 include a motor drive unit 01 (first motor drive unit 201 and second motor drive unit 301), a drive shaft 02 (first output drive shaft 202 and second output drive shaft 302), and an axle assembly 03. The axle assembly 03 includes a reducer (first reducer 203 and second reducer 303), a differential (first differential 204 and second differential 304), and output half-shafts 05 (first drive output half-shaft 205 and second drive output half-shaft 305), through which torque is transmitted to the wheels 06.

[0065] In a specific implementation, the drive shafts 02 of each drive axle (first output drive shaft 202 and second output drive shaft 302) are respectively connected to the output shaft of the motor drive unit 01 and the input shaft of the reducer of the axle assembly 03 via couplings.

[0066] In this embodiment, each drive axle is connected to the frame 70 via a corresponding A-frame 81 and tie rod 82. The frame 70 includes a left frame crossbeam 701 and a right frame crossbeam 702 arranged in approximately parallel configurations, and a ring beam 703 fixedly disposed between the left frame crossbeam 701 and the right frame crossbeam 702.

[0067] The A-frame 81 comprises two frame bodies 811, with one end of each body connected to form a front hinge end 81a, and the other ends of each body forming a rear fixed end 81b. Please refer to [other details]. Figure 3 and Figure 4 ,in, Figure 4 for Figure 3 A partial view in direction A.

[0068] The two rear fixed ends 81b of the A-frame 81 are fixedly connected to the two output half-shafts 05 of the drive axle, respectively, and the front hinge end 81a of the A-frame 81 is hinged to the A-frame hinge seat 704 fixedly mounted on the ring beam 703. Figure 4 As shown, the two rear fixed ends 81b of the A-frame 81 are lower than the front hinge end 81a of the A-frame 81. With the A-frame 81 in place, when the road surface is uneven or during steering operations, the axle assembly 03 will move with the road surface conditions. The A-frame 81 restricts the front-to-back and vertical positions of the axle assembly 03, effectively improving the torsional resistance of the axle assembly 03 and enhancing the longitudinal stability of the entire vehicle.

[0069] For example, the angle between the frame of the A-frame 81 and the horizontal plane is less than 50°. In specific implementations, this angle can be determined according to the overall design requirements of the chassis system, and is not limited in the embodiments of this application.

[0070] The tie rod 82 is located between the axle assembly 03 and the frame 70. Please refer to the following: Figure 3 and Figure 5 ,in, Figure 5 for Figure 3 The partial view in direction B.

[0071] like Figure 5 As shown, the tie rod 82 is inclined vertically. The upper end of the tie rod 82 is fixedly connected to the right frame crossbeam 702 of the frame 70, and the lower end of the tie rod 82 is hinged to the housing of the differential 04 (first differential 204 and second differential 304) of the axle assembly 03. The tie rod 82 limits the left and right position of the axle assembly 03, thereby improving the lateral stability of the axle.

[0072] In other specific implementations, the tie rod 82 can also be set between the left frame crossbeam 701 and the axle assembly 03, which also improves the lateral stability of the axle.

[0073] For example, the angle between the tie rod 82 and the horizontal plane can be less than 30°. In specific implementations, this angle can be determined according to the overall design requirements of the chassis system, and is not limited in the embodiments of this application.

[0074] To further improve overall comfort and stability, in this implementation, air suspensions 83 are installed on both sides of the axle assembly 03. Each air suspension 83 has an upper hinge end and a lower hinge end. The upper hinge ends of the two air suspensions 83 are connected to the left frame crossbeam 701 and the right frame crossbeam 702 on the corresponding sides, respectively, while the lower hinge ends of the two air suspensions 83 are connected to the output half-shaft 05 on the corresponding sides. The air suspensions 83 provide shock absorption and cushioning for the vehicle, effectively improving the overall comfort and stability.

[0075] Furthermore, a damping pad 84 is installed between the axle assembly 03 and the frame 70. For example, but not limited to, the damping pad 84 is disposed between the axle assembly 03 and the left frame crossbeam 701 and the right frame crossbeam 702 to reduce the transmission of road vibration to the frame 70 and reduce the impact of vibration on the frame strength.

[0076] Please see also Figure 6 and Figure 7 ,in, Figure 6 This is a schematic diagram illustrating the assembly relationship of a motor drive unit according to an embodiment of this application. Figure 7 for Figure 6 The diagram shows the assembly relationship between the motor drive unit and the fixed bracket.

[0077] Combination Figure 6 and Figure 7 As shown, the motor drive unit 01 includes a drive motor 011 and a drive gearbox 012. The output end of the drive motor 011 is connected to the output end of the drive gearbox 012. It can be understood that the specific implementation of the transmission connection between the two is not the core inventive point of this application, and will not be described in detail here.

[0078] In this embodiment, the fixed bracket 60 includes a motor bracket assembly 601 and a gearbox bracket assembly 602. In a specific implementation, the motor bracket assembly 601 can be fixedly connected to the left frame crossbeam 701 and the right frame crossbeam 702, and the gearbox bracket assembly 602 can be fixedly connected to the ring beam 703, thus being fixed to the left frame crossbeam 701 and the right frame crossbeam 702 through the ring beam 703.

[0079] The two ends of the ring beam 703 can be welded and fixed to the left frame crossbeam 701 and the right frame crossbeam 702. For example... Figure 6 As shown, a torsion cylinder 705 is provided on the upper part of the ring beam 703. One end of the torsion cylinder 705 is fixed through the ring beam 703 and the left frame crossbeam 701, and the other end of the torsion cylinder 705 is fixed through the ring beam 703 and the right frame crossbeam 702 to improve the overall load-bearing capacity.

[0080] The motor bracket assembly 601 includes two sets of upper motor brackets 6011, lower motor brackets 6012, and motor vibration damping pads 6013. The upper motor brackets 6011 and lower motor brackets 6012 are fixedly connected, for example, but not limited to, using threaded fasteners to achieve a detachable connection. The motor vibration damping pads 6013 are disposed between the upper motor brackets 6011 and lower motor brackets 6012.

[0081] For example, the upper motor bracket 6011 and the lower motor bracket 6012 can be generally L-shaped. The vertical section of the upper motor bracket 6011 is fixedly connected to the left frame crossbeam 701 and the right frame crossbeam 702 on the corresponding side, for example, but not limited to, fixed to the outside of the frame crossbeam, that is, the outer surfaces of the left frame crossbeam 701 and the right frame crossbeam 702 facing away from each other. The horizontal section of the lower motor bracket 6012 can be placed on the horizontal section of the upper motor bracket 6011. Correspondingly, the motor damping pad 6013 is disposed between the horizontal section of the lower motor bracket 6012 and the horizontal section of the upper motor bracket 6011. The drive motor 011 can be fixed to the vertical sections of the two lower motor brackets 6012 by threaded fasteners.

[0082] The transmission bracket assembly 602 includes two sets of upper transmission brackets 6021, lower transmission brackets 6022, and transmission damping pads 6023. The upper transmission brackets 6021 and lower transmission brackets 6022 are fixedly connected, for example, but not limited to, using threaded fasteners to achieve a detachable connection. The transmission damping pads 6023 are disposed between the upper transmission brackets 6021 and the lower transmission brackets 6022.

[0083] For example, the upper gearbox bracket 6021 and the lower gearbox bracket 6022 can be approximately L-shaped. The vertical section of the upper gearbox bracket 6021 is fixedly connected to the inner side of the corresponding side ring beam 703. The horizontal section of the lower gearbox bracket 6022 can be placed on the horizontal section of the upper gearbox bracket 6021. Correspondingly, the gearbox damping pad 6023 is disposed between the horizontal section of the lower gearbox bracket 6022 and the horizontal section of the upper gearbox bracket 6021. The drive gearbox 012 can be fixed to the vertical sections of the two lower gearbox brackets 6022 by threaded fasteners.

[0084] Depending on the requirements of the chassis infrastructure, the number of drive axles, the number of steering axles, and the arrangement of motor drive units can be modified to form a chassis system suitable for different tonnage vehicles. For example, the chassis system provided in this application can be used for mining dump trucks with a gross weight of over 200 tons, breaking through the 150-ton limit. Simultaneously, the high-voltage system platform can be configured within 1600V, reasonably controlling manufacturing costs. Please refer to... Figure 8 This figure is a schematic diagram of another mining vehicle chassis system provided in an embodiment of this application. To clearly illustrate the differences and connections between this embodiment and the foregoing embodiments, components or structures with the same functions are shown with the same reference numerals in the figure.

[0085] like Figure 8 As shown, the chassis system of this mining vehicle is a three-axle architecture with 6 (total number of wheels) × 4 (number of drive wheels). Specifically, it includes a steering front axle 10, a first drive rear axle 20, and a second drive rear axle 30 arranged sequentially from front to back.

[0086] In this system, the first drive rear axle 20 and the second drive rear axle 30 each have independently arranged motor drive units, forming a distributed motor drive system. The first drive rear axle 20 includes a first motor drive unit 201, and the second drive rear axle 30 includes a second motor drive unit 301. Compared with the traditional central drive system, the drive power of the chassis system described in this embodiment can be increased by two times.

[0087] The specific implementation of other functional components can adopt the same structural form as the aforementioned implementation scheme. Further details will not be provided here.

[0088] Please see Figure 9This figure is a schematic diagram of the architecture of another mining vehicle chassis system provided in an embodiment of this application. In order to clearly show the differences and connections between this embodiment and the foregoing embodiments, the same functional components or structures are indicated by the same reference numerals in the figure.

[0089] like Figure 9 As shown, the chassis system of this mining vehicle is a four-axle architecture with 8 (total wheels) × 6 (drive wheels). (And...) Figure 1 Compared to the described embodiments, the third rear axle in this implementation is a drive steering rear axle with an added drive rear axle system. Specifically, it includes a steering front axle 10, a first drive rear axle 20, a second drive rear axle 30, and a third drive steering rear axle 40a arranged sequentially from front to rear.

[0090] The first drive rear axle 20, the second drive rear axle 30, and the third drive steering rear axle 40a each have independently arranged motor drive units, forming a distributed motor drive system. The first drive rear axle 20 includes a first motor drive unit 201, the second drive rear axle 30 includes a second motor drive unit 301, and the third drive steering rear axle 40a includes a third motor drive unit 401.

[0091] The third motor drive unit 401 includes a third motor drive unit 401, which transmits power to the third reducer 403 via the third output drive shaft 402. After passing through the third differential 404, the power is distributed to the third drive output half-shafts on both sides via the differential. The third motor drive unit 401 serves as the drive power source for the third drive steering rear axle 40a, and outputs power through the third output drive shaft 402.

[0092] For example, the third motor drive unit 401 includes a third drive motor 4011 and a third drive gearbox 4012, and the connection ends of the two are assembled and fixed by bolts. For example, the third drive gearbox 4012 can be a multi-speed gearbox or a single-speed gearbox, which can be determined according to the overall product design requirements, and is not limited in this application embodiment.

[0093] Compared to traditional central drive systems, the chassis system described in this embodiment can increase drive power by three times. Simultaneously, the third drive steering rear axle 40a also includes a third rear axle steering mechanism 406 and a third rear axle suspension mechanism 407. Figure 1 Compared to the described chassis system, this implementation integrates the motor drive unit and rear axle steering function into the third drive steering rear axle 40a, which can further shorten the vehicle length and turning radius while increasing power.

[0094] Here, the third drive steering rear axle 40a and the steering front axle 10 can also be controlled in conjunction, sharing a single hydraulic power source to achieve vehicle steering. In specific implementations, the implementation method described in the foregoing embodiments, which is consistent with the front and rear steering principles, can be adopted; this application does not limit this approach.

[0095] The specific implementation of other functional components can adopt the same structural form as the aforementioned implementation scheme. Further details will not be provided here.

[0096] Please see Figure 10 This figure is a schematic diagram of another mining vehicle chassis system provided in an embodiment of this application. To clearly illustrate the differences and connections between this embodiment and the foregoing embodiments, components or structures with the same functions are shown with the same reference numerals in the figure.

[0097] like Figure 10 As shown, the chassis system of this mining vehicle is a five-axle architecture with 10 (total wheels) × 6 (drive wheels). (And...) Figure 1 Compared to the described embodiments, this implementation adds a rear drive axle system. Specifically, it includes a steering front axle 10, a first drive rear axle 20, a second drive rear axle 30, a third drive rear axle 40b, and a fourth steering rear axle 50b arranged sequentially from front to rear.

[0098] The first drive rear axle 20, the second drive rear axle 30, and the third drive rear axle 40b each have independently arranged motor drive units, forming a distributed motor drive system. The first drive rear axle 20 includes a first motor drive unit 201, the second drive rear axle 30 includes a second motor drive unit 301, and the third drive rear axle 40b includes a third motor drive unit 401.

[0099] The fourth steering rear axle 50b is a disconnectable front axle. The fourth steering rear axle 50b consists of a fourth rear axle steering mechanism 506, a fourth rear axle suspension mechanism 507, and a matching steering transmission device.

[0100] Compared to traditional central drive systems, the chassis system described in this embodiment can increase drive power by three times. Simultaneously, the fourth steering rear axle 50b and the steering front axle 10 can be linked for control, sharing a single hydraulic power source to achieve vehicle steering. This increased power further shortens the vehicle's length and turning radius. In specific implementations, the front and rear steering principles described in the aforementioned embodiments can be used, and this application does not limit the implementation.

[0101] The specific implementation of other functional components can adopt the same structural form as the aforementioned implementation scheme. Further details will not be provided here.

[0102] Please see Figure 11This figure is a schematic diagram of the architecture of another mining vehicle chassis system provided in an embodiment of this application. In order to clearly show the differences and connections between this embodiment and the foregoing embodiments, the same functional components or structures are indicated by the same reference numerals in the figure.

[0103] like Figure 11 As shown, the chassis system of this mining vehicle is a five-axle architecture with 10 (total wheels) × 6 (drive wheels). (And...) Figure 9 Compared to the described embodiments, this implementation adds a driven rear axle system. Specifically, it includes a steering front axle 10, a first driven rear axle 20c, a second drive rear axle 30, a third drive rear axle 40b, and a fourth drive steering rear axle 50c arranged sequentially from front to rear.

[0104] In this design, the first driven rear axle 20c has no power unit and only serves a load-bearing function. Of course, in other possible implementations, the first driven rear axle 20c can also be independently configured with a motor drive unit (not shown in the figure) according to the overall product design requirements to further improve the overall vehicle drive power.

[0105] The second drive rear axle 30, the third drive rear axle 40b, and the fourth drive steering rear axle 50c each have independently arranged motor drive units, forming a distributed motor drive system. The second drive rear axle 30 includes a second motor drive unit 301, the third drive rear axle 40b includes a third motor drive unit 401, and the fourth drive steering rear axle 50c includes a fourth motor drive unit 501.

[0106] The fourth motor drive unit 501 transmits power to the fourth reducer 503 via the fourth output drive shaft 502. After passing through the fourth differential 504, the power is distributed to the fourth drive output half-shafts on both sides. The fourth motor drive unit 501 serves as the drive power source for the fourth drive steering rear axle 50c, and outputs power through the fourth output drive shaft 502.

[0107] For example, the fourth motor drive unit 501 includes a fourth drive motor 5011 and a fourth drive gearbox 5012, and the connection ends of the two are assembled and fixed by bolts. For example, the fourth drive gearbox 5012 can be a multi-speed gearbox or a single-speed gearbox, which can be determined according to the overall product design requirements, and is not limited in this application embodiment.

[0108] Compared to traditional central drive systems, the chassis system described in this embodiment can increase drive power by three times. Simultaneously, the fourth drive steering rear axle 50c also includes a fourth rear axle steering mechanism 506 and a fourth rear axle suspension mechanism 507. Figure 1 Compared to the described chassis system, this implementation scheme can further shorten the vehicle length and turning radius while increasing power.

[0109] Here, the fourth drive steering rear axle 50c and the steering front axle 10 can also be controlled in conjunction, sharing a single hydraulic power source to achieve vehicle steering. In specific implementations, the implementation method described in the foregoing embodiments, which is consistent with the front and rear steering principles, can be adopted; this application does not limit this approach.

[0110] The specific implementation of other functional components can adopt the same structural form as the aforementioned implementation scheme. Further details will not be provided here.

[0111] In addition to the aforementioned mining vehicle chassis system, this application also provides a mining vehicle that employs the mining vehicle chassis system described above. It should be understood that other functional components of this mining vehicle are not the core inventive point of this application, and can be implemented by those skilled in the art using existing technology; therefore, they will not be elaborated upon herein.

[0112] It should be noted that the ordinal numbers used in the above embodiments provided in this implementation method are used to distinguish the same functional components or structures. It should be understood that the application of the above ordinal numbers is only used to distinguish different limited objects and does not constitute a substantial limitation on the mining vehicle chassis for which protection is sought in this application.

[0113] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A chassis system for a mining vehicle, characterized in that, The chassis system includes a frame and at least two drive axles, each drive axle including a motor drive unit; the output end of the motor drive unit is connected to the input end of the axle assembly of the corresponding drive axle via a drive shaft. The chassis system also includes an A-frame corresponding to the drive axle. The A-frame includes two frame bodies, one end of which is connected to form a front hinge end, and the other end of which forms a rear fixed end. The two rear fixed ends are set lower than the front hinge end. The two rear fixed ends are fixedly connected to the corresponding axle assembly, and the front hinge end is hinged to the vehicle frame. The frame includes a right frame crossbeam, a left frame crossbeam, and a ring beam. The front hinge end of the A-frame is hinged to the ring beam. The two ends of the ring beam are welded and fixed to the left frame crossbeam and the right frame crossbeam, respectively. A torsion cylinder is provided on the upper part of the ring beam. One end of the torsion cylinder is fixed through the ring beam and the left frame crossbeam, and the other end of the torsion cylinder is fixed through the ring beam and the right frame crossbeam.

2. The chassis system of the mining vehicle according to claim 1, characterized in that, The chassis system also includes a tie rod corresponding to the drive axle. The tie rod is inclined vertically. The upper end of the tie rod is fixedly connected to one of the right frame crossbeam and the left frame crossbeam, and the lower end of the tie rod is hinged to the axle assembly.

3. The chassis system of the mining vehicle according to claim 1 or 2, characterized in that, The motor drive unit includes a drive motor and a drive gearbox. The output shaft of the drive motor is connected to the input shaft of the drive gearbox, and the output shaft of the drive gearbox forms the output end of the motor drive unit.

4. The chassis system of the mining vehicle according to claim 3, characterized in that, The motor drive unit is mounted on the vehicle frame via a fixed bracket.

5. The chassis system of the mining vehicle according to claim 4, characterized in that, The fixed bracket includes a motor bracket assembly and a gearbox bracket assembly. The drive motor is fixed to the left and right crossbeams of the vehicle frame via the motor bracket assembly, and the drive gearbox is fixed to the ring beam of the vehicle frame via the gearbox bracket assembly.

6. The chassis system of the mining vehicle according to claim 5, characterized in that, The motor bracket assembly includes two sets of upper motor brackets, lower motor brackets, and motor vibration damping pads. Both the upper and lower motor brackets are L-shaped. The vertical section of the upper motor bracket is fixedly connected to the outer side of the left or right frame crossbeam on the corresponding side. The horizontal section of the lower motor bracket is located on the horizontal section of the upper motor bracket, and the motor vibration damping pad is located between the horizontal section of the lower motor bracket and the horizontal section of the upper motor bracket. The drive motor is fixedly mounted on the vertical sections of the two lower motor brackets.

7. The chassis system of the mining vehicle according to claim 6, characterized in that, The transmission bracket assembly includes two sets of upper transmission brackets, lower transmission brackets, and transmission damping pads. Both the upper and lower transmission brackets are L-shaped. The vertical section of the upper transmission bracket is fixedly connected to the inner side of the corresponding ring beam. The horizontal section of the lower transmission bracket is located on the horizontal section of the upper transmission bracket, and the transmission damping pad is located between the horizontal section of the lower transmission bracket and the horizontal section of the upper transmission bracket. The drive transmission is fixedly mounted on the vertical sections of the two lower transmission brackets.

8. A mining vehicle, comprising a chassis system, characterized in that, The chassis system adopts the chassis system of the mining vehicle as described in any one of claims 1 to 7.

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