Mining vehicle and control method, system, device and readable storage medium thereof

Abstract

This invention relates to the field of vehicle technology, and proposes a mining vehicle and its control method, system, device, and readable storage medium. The mining vehicle includes a running gear assembly, a drive shaft, a first drive assembly, a second drive assembly, and a transition shaft. The drive shaft is connected to the running gear assembly. The first drive assembly includes a first drive section and a first transmission, the first transmission being connected to the first drive section, and the first transmission having a first output shaft. The second drive assembly includes a second drive section and a second transmission, the second drive section including a rotating shaft with an axially extending through-hole, the rotating shaft being connected to the second transmission, the second transmission having a second output shaft, and the second output shaft being connected to the drive shaft. The transition shaft passes through the through-hole and is connected to both the first and second output shafts. The mining vehicle proposed in this invention, through the coupling design of the two drive assemblies and the transition shaft, achieves power convergence and complementarity of two power systems before the drive shaft.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a mining vehicle and its control method, system, device, and readable storage medium. Background Technology

[0002] Mining vehicles, as heavy-duty transportation equipment, often face harsh working conditions with dense slopes, heavy loads, and complex road conditions, which places extremely high demands on the continuity of gear shifting and driving safety of the power system.

[0003] In related technologies, mining vehicles mainly use traditional manual transmissions or AMT (Automated Mechanical Transmission). Both of these solutions require power to be cut off during gear shifting, resulting in a significant power interruption. Under critical working conditions such as heavy-load uphill climbing, power interruption can lead to an instantaneous loss of traction, which can easily cause safety accidents such as slippage, failing to meet the safety and continuity requirements for gear shifting on slopes. Summary of the Invention

[0004] The present invention aims to solve the technical problem in the prior art or related technologies that when mining vehicles are under critical working conditions such as heavy load climbing, power interruption will cause instantaneous loss of traction, which is very likely to cause safety accidents such as slippage, and cannot meet the safety and continuity requirements of gear shifting on slopes.

[0005] Therefore, the first aspect of the present invention provides a mining vehicle.

[0006] A second aspect of the present invention provides a control method for mining vehicles.

[0007] A third aspect of the present invention provides a control system for mining vehicles.

[0008] A fourth aspect of the present invention provides a control device for mining vehicles.

[0009] A fifth aspect of the present invention provides a readable storage medium.

[0010] In view of the above, a first aspect of the present invention provides a mining vehicle, the mining vehicle including a running gear assembly, a drive shaft, a first drive assembly, a second drive assembly, and a transition shaft. The drive shaft is connected to the running gear assembly; the first drive assembly includes a first drive section and a first transmission, the first transmission being connected to the first drive section, the first transmission having a first output shaft; the second drive assembly includes a second drive section and a second transmission, the second drive section including a rotating shaft having an axially extending through hole, the rotating shaft being connected to the second transmission, the second transmission having a second output shaft, the second output shaft being connected to the drive shaft; the transition shaft passes through the through hole, and the transition shaft is connected to both the first output shaft and the second output shaft.

[0011] The mining vehicle proposed in this invention includes a walking assembly, a drive shaft, a first drive assembly, a second drive assembly, and a transition shaft. The drive shaft is connected to the walking assembly and is used to transmit power to the walking assembly to drive the mining vehicle.

[0012] The first drive assembly includes a first drive unit and a first transmission, the first transmission being connected to the first drive unit, and the first transmission having a first output shaft for outputting power. The second drive assembly includes a second drive unit and a second transmission, the second drive unit including a shaft having a through hole extending along its own axial direction, the shaft being connected to the second transmission, the second transmission having a second output shaft for outputting power, and the second output shaft being connected to a drive shaft.

[0013] The transition shaft passes through the through hole of the shaft of the second drive unit, and one end of the transition shaft is connected to the first output shaft of the first transmission, while the other end of the transition shaft is connected to the second output shaft of the second transmission, thereby enabling the power of the first drive assembly to be transmitted to the second output shaft through the transition shaft.

[0014] This invention employs two drive components: a first drive component and a second drive component. A transition shaft, passing through the shaft of the second drive component, connects the first output shaft of the first drive component to the second output shaft of the second drive component. Power from the first drive component is transmitted to the second output shaft via the first output shaft and the transition shaft, where it merges with the power of the second drive component itself and is jointly output to the drive shaft. Because the power from the two drive components ultimately converges before the drive shaft, even if a gear shift in one drive component temporarily cuts off power, the other drive component can still continuously output power to the drive shaft through the convergence point, thus maintaining uninterrupted total power output and eliminating the power interruption window.

[0015] In some technical solutions of the present invention, optionally, the first drive unit includes a first motor, an engine, and a clutch; the first motor is connected to a first transmission; the clutch is connected to both the engine and the first motor, and the clutch is used to control the engagement or disengagement between the engine and the first motor.

[0016] Optionally, in some technical solutions of the present invention, the mining vehicle further includes a power battery, and the first drive assembly further includes a first driver, which is electrically connected to the power battery and the first motor respectively; the first driver is used to control the power battery to supply power to the first motor, or to control the first motor to charge the power battery.

[0017] In some technical solutions of the present invention, optionally, the second drive unit includes: a second motor having a rotating shaft; the second drive assembly further includes: a second driver, the second driver being electrically connected to the power battery and the second motor respectively, the second driver being used to control the power battery to supply power to the second motor, or to control the second motor to charge the power battery.

[0018] Optionally, in some technical solutions of the present invention, the mining vehicle further includes: a battery controller, which is electrically connected to the power battery and is used to monitor the state of the power battery and output a monitoring signal.

[0019] According to a second aspect of the present invention, a control method for a mining vehicle is provided. The control method for a mining vehicle is used to control a mining vehicle as described in the first aspect. The control method includes: receiving a shift command; determining a target transmission to be shifted based on the shift command; if the target transmission is a first transmission, controlling the first transmission to perform the shift operation, and simultaneously controlling a second drive assembly to output power through the second transmission; or if the target transmission is a second transmission, controlling the second transmission to perform the shift operation, and simultaneously controlling the first drive assembly to output power through the first transmission and a transition shaft.

[0020] The control method for mining vehicles proposed in the second aspect of this invention achieves power convergence and complementarity between two power systems before the transmission shaft through the coupling design of two drive components and a transition shaft. This invention solves the inherent power interruption problem of single-path transmission systems and is suitable for heavy-load climbing conditions of mining vehicles with extremely high requirements for shift smoothness and continuity, significantly improving the power, safety, and ease of operation of mining vehicles.

[0021] Optionally, in some technical solutions of the present invention, the mining vehicle further includes a power battery, and controlling the first transmission to perform a shifting action includes: obtaining the current state of charge value of the power battery; when the current state of charge value is greater than or equal to a preset first state of charge threshold, controlling the first transmission to perform a shifting action according to a preset first upshift speed threshold; when the current state of charge value is less than the first state of charge threshold, controlling the first transmission to perform a shifting action according to a preset second upshift speed threshold, wherein the first upshift speed threshold is less than the second upshift speed threshold.

[0022] In some technical solutions of the present invention, optionally, the first drive unit includes a first motor, an engine, and a clutch. The first motor is connected to a first transmission, and the clutch is connected to both the engine and the first motor. The clutch is used to control the engagement or disengagement between the engine and the first motor. The first drive assembly also includes a first driver, which is electrically connected to both the power battery and the first motor. The second drive unit includes a second motor with a rotating shaft. The second drive assembly also includes a second driver, which is electrically connected to both the power battery and the second motor. The control method for the mining vehicle further includes: receiving a braking command; and, in response to the braking command, controlling the first motor and / or the second motor to charge the power battery.

[0023] Optionally, in some technical solutions of the present invention, the control method for mining vehicles further includes: receiving a throttle command; in response to the throttle command, acquiring the current state of charge (SBC) value of the power battery; if the current SBC value is less than a preset second SBC threshold, controlling the engine to operate and controlling the clutch to engage; if the current SBC value is greater than or equal to the second SBC threshold and less than a preset third SBC threshold, controlling the engine to operate, controlling the clutch to engage, and controlling the first motor and the second motor to operate; if the current SBC value is greater than or equal to the third SBC threshold, controlling the engine to stop, controlling the clutch to disengage, and controlling the first motor and the second motor to operate.

[0024] Optionally, in some technical solutions of the present invention, the control method for mining vehicles further includes: receiving a parking command; in response to the parking command, obtaining the current state of charge value of the power battery; and controlling the engine and the first motor to operate according to the current state of charge value and a preset fourth state of charge threshold.

[0025] According to a third aspect of the present invention, the present invention also provides a control system for a mining vehicle, the control system for controlling a mining vehicle as described in the first aspect, the control system comprising: a receiving unit for receiving a shift command; a first processing unit for determining a target transmission to perform a shift operation based on the shift command; and a second processing unit for controlling the first transmission to perform a shift operation when the target transmission is a first transmission, and simultaneously controlling a second drive assembly to output power through the second transmission; or controlling the second transmission to perform a shift operation when the target transmission is a second transmission, and simultaneously controlling the first drive assembly to output power through the first transmission and a transition shaft.

[0026] The control system for mining vehicles proposed in this invention includes a receiving unit, a first processing unit, and a second processing unit. The receiving unit receives shift commands, which can originate from direct driver operation, such as operating the gear shift lever, or can be automatically generated by the vehicle controller based on vehicle status parameters such as current vehicle speed, throttle opening, and engine load. The first processing unit analyzes and makes decisions on the shift commands to determine the target transmission that needs to perform a gear shift operation. When the target transmission is identified as the first transmission in the first drive assembly, the second processing unit performs control, wherein the control process is decomposed into two parallel and coordinated sub-tasks. The first sub-task is to control the first transmission to perform a gear shift. During the shift, the torque transmitted by the first transmission through the first output shaft is briefly interrupted. The second sub-task is to simultaneously control the second drive assembly to output power through the second transmission. The compensating torque is transmitted via the second output shaft of the second transmission to the drive shaft of the mining vehicle to fill the output power gap caused by the first transmission's shift process.

[0027] When the target transmission is the second transmission, the second transmission is controlled to perform a shift. During this process, the torque transmitted from the second transmission to the drive shaft via the second output shaft may experience temporary fluctuations or decreases. The first drive assembly is controlled to output power through the first transmission and the transition shaft to compensate for this. The combined power generated by the first drive unit, after being amplified by the first transmission, is ultimately transmitted to the second output shaft and connected to the drive shaft via the first output shaft and the transition shaft, thereby maintaining the continuity of the total driving force on the drive shaft during the shift of the second transmission.

[0028] According to a fourth aspect of the present invention, another control device for a mining vehicle is provided, comprising a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the control method for a mining vehicle as described in the second aspect.

[0029] The control device for mining vehicles proposed in this invention includes a processor and a memory, wherein the memory stores programs or instructions that can run on the processor. When the programs or instructions are executed by the processor, they implement the steps of the control method for mining vehicles as described in the second aspect, and thus have all the beneficial effects of the control method for mining vehicles described in the second aspect.

[0030] According to a fifth aspect of the invention, the invention provides a readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the control method for mining vehicles as described in the second aspect.

[0031] The readable storage medium proposed in this invention, when executed by a computer program by a processor, implements the steps of the control method for mining vehicles as described in the second aspect, and therefore has all the beneficial effects of the control method for mining vehicles in the second aspect.

[0032] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0033] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0034] Figure 1 This shows one of the structural schematic block diagrams of a mining vehicle in some embodiments of the present invention;

[0035] Figure 2 This is a second schematic block diagram of the structure of a mining vehicle in some embodiments of the present invention;

[0036] Figure 3 The third schematic block diagram of the structure of the mining vehicle in some embodiments of the present invention is shown;

[0037] Figure 4 The fourth schematic block diagram of the structure of the mining vehicle in some embodiments of the present invention is shown;

[0038] Figure 5 The fifth schematic block diagram of the structure of the mining vehicle in some embodiments of the present invention is shown;

[0039] Figure 6 The sixth schematic block diagram of the structure of the mining vehicle in some embodiments of the present invention is shown;

[0040] Figure 7 This shows one of the structural schematic diagrams of a mining vehicle in some embodiments of the present invention;

[0041] Figure 8 This is a second schematic diagram of the structure of a mining vehicle in some embodiments of the present invention;

[0042] Figure 9 The diagram shows a schematic block diagram of the mining vehicle in pure engine mode in some embodiments of the present invention;

[0043] Figure 10 The diagram shows a schematic block diagram of the structure of the mining vehicle in pure electric mode in some embodiments of the present invention;

[0044] Figure 11 The diagram shows a schematic block diagram of a mining vehicle in energy recovery mode in some embodiments of the present invention;

[0045] Figure 12 The diagram shows a schematic block diagram of the structure of a mining vehicle in hybrid electric mode in some embodiments of the present invention;

[0046] Figure 13 The diagram shows a schematic block diagram of a mining vehicle in a parking and power generation mode in some embodiments of the present invention;

[0047] Figure 14 A flowchart illustrating one of the control methods for mining vehicles in some embodiments of the present invention is shown;

[0048] Figure 15 A second schematic flowchart of the control method for mining vehicles in some embodiments of the present invention is shown;

[0049] Figure 16 A schematic block diagram of the control system for mining vehicles in some embodiments of the present invention is shown.

[0050] The attached figures are labeled as follows: 110 Walking assembly, 120 Drive shaft, 130 First drive assembly, 132 First drive unit, 134 First motor, 136 Engine, 138 Clutch, 140 First gearbox, 142 First output shaft, 144 First driver, 150 Second drive assembly, 151 Second driver, 152 Second drive unit, 154 Second motor, 156 Rotary shaft, 158 Through hole, 160 Second gearbox, 162 Constant mesh gear, 164 Sliding sleeve, 166 Gear hub, 168 Gear positioner, 169 Second output shaft, 170 Transition shaft, 172 Tensor, 174 Spline, 176 First bearing, 180 Power battery, 182 Control assembly, 184 Transmission bus, 186 Main controller, 188 First controller, 190 Second controller, 192 Third controller, 194 Fourth controller, 196 Battery controller, 198 Thermal management controller. Detailed Implementation

[0051] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other.

[0052] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0053] The following is combined Figures 1 to 16 This invention describes a mining vehicle and its control method, system, apparatus, and readable storage medium.

[0054] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 As shown, in some embodiments of the present invention, a mining vehicle is provided, comprising a walking assembly 110, a drive shaft 120, a first drive assembly 130, a second drive assembly 150, and a transition shaft 170. The drive shaft 120 is connected to the walking assembly 110; the first drive assembly 130 includes a first drive section 132 and a first transmission 140, the first transmission 140 being connected to the first drive section 132 and having a first output shaft 142; the second drive assembly 150 includes a second drive section 152 and a second transmission 160, the second drive section 152 including a rotating shaft 156 having an axially extending through hole 158, the rotating shaft 156 being connected to the second transmission 160, the second transmission 160 having a second output shaft 169, the second output shaft 169 being connected to the drive shaft 120; the transition shaft 170 passes through the through hole 158 and is connected to both the first output shaft 142 and the second output shaft 169.

[0055] In this embodiment, the mining vehicle proposed in this invention includes a walking assembly 110, a drive shaft 120, a first drive assembly 130, a second drive assembly 150, and a transition shaft 170. The drive shaft 120 is connected to the walking assembly 110 and is used to transmit power to the walking assembly 110 to drive the mining vehicle.

[0056] The first drive assembly 130 includes a first drive section 132 and a first transmission 140, the first transmission 140 being connected to the first drive section 132, and the first transmission 140 having a first output shaft 142 for outputting power. The second drive assembly 150 includes a second drive section 152 and a second transmission 160, the second drive section 152 including a shaft 156, the shaft 156 having a shaft along its own axial direction (e.g., ...). Figure 7 (As indicated by arrow A in the diagram) extending through hole 158, shaft 156 is connected to second transmission 160 as power input shaft of second drive unit 152, second transmission 160 has second output shaft 169 for outputting power, second output shaft 169 is connected to drive shaft 120 of mining vehicle.

[0057] The transition shaft 170 passes through the through hole 158 of the rotating shaft 156 of the second drive unit 152, and the transition shaft 170 can rotate independently relative to the rotating shaft 156. One end of the transition shaft 170 is connected to the first output shaft 142 of the first transmission 140, and the other end of the transition shaft 170 is connected to the second output shaft 169 of the second transmission 160, thereby realizing that the power of the first drive assembly 130 is transmitted to the second output shaft 169 through the transition shaft 170, forming a dual-input power coupling system.

[0058] In related technologies, mining vehicles typically use traditional manual transmissions or AMT (Automated Mechanical Transmission). These transmissions require the input power to be cut off before the gear engagement and disengagement can occur, resulting in an interruption in power transmission. Under typical heavy-load climbing conditions, this power interruption can cause the vehicle to instantly lose traction, posing a significant risk of slippage and severely limiting the vehicle's operational safety and efficiency.

[0059] To address the aforementioned power interruption problem, this invention designs a power transmission system for mining vehicles. The invention employs two drive components: a first drive component 130 and a second drive component 150. A transition shaft 170, passing through a shaft 156 of the second drive unit 152, connects the first output shaft 142 of the first drive component 130 to the second output shaft 169 of the second drive component 150. Power from the first drive component 130 can be transmitted to the second output shaft 169 via the first output shaft 142 and the transition shaft 170, where it merges with the power of the second drive component 150 at the second output shaft 169 and is jointly output to the drive shaft 120. Since the power from the two drive components ultimately converges before the drive shaft 120, when a gear shift in one drive component temporarily cuts off power, the other drive component can still continuously output power to the drive shaft 120 through the convergence point, thus maintaining uninterrupted total power output and eliminating the power interruption window.

[0060] For example, when the first transmission 140 needs to perform a gear shift, the torque transmitted from the first drive assembly 130 to the first output shaft 142 is temporarily reduced or reduced to zero. Simultaneously, the second drive assembly 150 continues to operate, and the power generated by the second drive unit 152 is transmitted via the second transmission 160 to the second output shaft 169 and then output to the drive shaft 120, thereby compensating for the power gap caused by the first transmission 140 shifting and achieving uninterrupted gear shifting. Conversely, when the second transmission 160 needs to perform a gear shift, the torque transmitted from the second drive assembly 150 to the second output shaft 169 temporarily changes. At this time, the first drive assembly 130 continues to operate, and the power of the first drive unit 132 is transmitted sequentially through the first transmission 140, the first output shaft 142, and the transition shaft 170 to the second output shaft 169, and finally output to the drive shaft 120 through the second output shaft 169, thereby ensuring uninterrupted power to the vehicle during gear shifting by the second transmission 160.

[0061] In summary, the mining vehicle proposed in this invention achieves power convergence and real-time complementarity between two power systems before the transmission shaft 120 through the coupling design of two drive components and the transition shaft 170. This invention solves the inherent power interruption problem of single-path transmission systems from a mechanical structure perspective, making it suitable for heavy-load climbing conditions in mining vehicles where smooth and continuous gear shifting is extremely important. It significantly improves the power, safety, and ease of operation of mining vehicles.

[0062] Optionally, the travel assembly 110 is the direct travel mechanism of the mining vehicle. The travel assembly 110 includes components such as wheel-side reducers, wheel hubs, and tires, and is used to receive the rotational power transmitted by the drive shaft 120 and convert the rotational power into the driving force for the vehicle to move forward or backward.

[0063] Optionally, one end of the drive shaft 120 is mechanically connected to the power input end of the travel assembly 110 via a transmission component such as a flange or coupling, thereby transmitting the power generated by the engine 136 and the motor to the travel assembly 110.

[0064] Optionally, the transition shaft 170 is connected to the first output shaft 142, and the transition shaft 170 is connected to the second output shaft 169, both via a fixed connection capable of transmitting torque. The fixed connection methods include, but are not limited to, spline connections, flange bolt connections, or universal joint connections. Spline connections or flange bolt connections enable rigid coaxial transmission, suitable for applications requiring high alignment precision and where space allows. Universal joint connections allow for certain axial or angular installation deviations between connected components, offering greater layout flexibility, particularly suitable for scenarios where strict coaxial alignment of the first drive assembly 130 and the second drive assembly 150 is difficult due to vehicle frame layout limitations. The transition shaft 170 passes through the through-hole 158 of the rotating shaft 156 and is supported by bearings, ensuring that the transition shaft 170 can rotate independently relative to the rotating shaft 156. This allows the power transmission paths of the first drive assembly 130 and the second drive assembly 150 to be independent and converge at the second output shaft 169.

[0065] like Figure 1 , Figure 2 and Figure 3 As shown, in some embodiments of the present invention, optionally, one end of the transition shaft 170 is connected to the first output shaft 142 via a ten-joint 172, and the transition shaft 170 passes through the through hole 158 of the rotating shaft 156. The second transmission 160 includes a constant mesh gear 162, a gear hub 166, a sliding sleeve 164, and at least one gear 168. The constant mesh gear 162 is fixedly connected to the rotating shaft 156. The transition shaft 170 passes sequentially through the through hole 158 and the central hole of the constant mesh gear 162, and a first bearing 176 is provided between the transition shaft 170 and the central hole of the constant mesh gear 162. The first bearing 176 is an axially extending needle roller bearing or a sliding bearing, used to support the transition shaft 170 and allow it to rotate independently relative to the rotating constant mesh gear 162 and the rotating shaft 156. One end of the second output shaft 169 is connected to the transmission shaft 120, and the other end is fixedly connected to the gear hub 166. The gear hub 166 is connected to the other end of the transition shaft 170 via a spline 174.

[0066] In this embodiment, the ten-byte 172 is disposed between the first output shaft 142 and the transition shaft 170 to realize the power transmission between the two and allow for a certain installation angle deviation, which enhances the flexibility in the overall vehicle layout, especially adapting to the space constraints of the mining truck frame structure.

[0067] The transition shaft 170 passes through the rotating shaft 156 of the second drive unit 152 and its internal through hole 158, and further passes through the constant mesh gear 162 of the second transmission 160. When passing through the center hole of the constant mesh gear 162, the transition shaft 170 is radially supported by the first bearing 176, ensuring that the constant mesh gear 162, when driven by the rotating shaft 156, does not drive the transition shaft 170 to rotate; their movements are independent. The gear hub 166 is fixed to the second output shaft 169, and the gear hub 166 is connected to the external spline at the other end of the transition shaft 170 via an internal spline, forming a sliding spline pair. This allows the torque of the transition shaft 170 to be directly transmitted to the gear hub 166 and the second output shaft 169, while allowing for minor axial movement or installation errors in the transition shaft 170. A sliding sleeve 164 is fitted onto the gear hub 166 and can move axially along it. At least one gear 168 is loosely fitted onto the second output shaft 169 or an intermediate shaft and remains in constant mesh with the constant mesh gear 162. The axial movement of the sliding sleeve 164 is driven by the shift actuator, which can selectively engage it with different gears 168, thereby changing the transmission ratio of the second drive assembly 150 and realizing gear shifting.

[0068] For example, the second transmission 160 is configured as a two-speed mechanical transmission. Since the second motor 154 of the second drive unit 152 has a wide constant power speed range, it can efficiently output torque over a large speed range. Therefore, two speeds are sufficient to meet the power requirements of mining vehicles under most complex working conditions, and significantly reduce the shifting frequency of the second transmission 160 itself. In contrast, the first transmission 140 is a multi-speed transmission to accommodate the narrower efficient operating range of the engine 136. In actual operation, when the first transmission 140 needs to shift frequently due to changes in road conditions, the second drive assembly 150 can provide continuous power output through the two-speed transmission to compensate for power interruptions during shifting. Conversely, when the second transmission 160 shifts occasionally, the first drive assembly 130 provides power compensation through the multi-speed transmission. The two systems converge at the second output shaft 169 via the transition shaft 170, achieving seamless power output.

[0069] During transmission, the power of the first drive assembly 130 is transmitted sequentially to the gear hub 166 and the second output shaft 169 via the first output shaft 142, the cross joint 172, the transition shaft 170, and the spline pair. The power of the second drive assembly 150 is transmitted to the gear hub 166 and the second output shaft 169 via the rotating shaft 156, the constant mesh gear 162, and the sliding sleeve 164. The two power sources mechanically converge at the gear hub 166 and the second output shaft 169, and are ultimately output together to the drive shaft 120 to drive the vehicle.

[0070] The dual-input, single-output confluence architecture of this invention, combined with the simplified gear design of the second transmission 160, eliminates the power interruption window of the traditional single-path transmission system from the mechanical source, making it suitable for heavy-duty mining vehicles with high requirements for shift continuity and reliability.

[0071] Optionally, the second transmission 160 includes an automatic shifting mechanical transmission.

[0072] Optionally, the first transmission 140 includes an automatic shifting mechanical transmission.

[0073] Optionally, mining vehicles include mining trucks, wide-body dump trucks, or rigid dump trucks, with mining trucks referring to heavy-duty transport vehicles used in mines.

[0074] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, in some embodiments of the present invention, optionally, the first drive unit 132 includes a first motor 134, an engine 136 and a clutch 138; the first motor 134 is connected to the first transmission 140; the clutch 138 is connected to the engine 136 and the first motor 134 respectively, and the clutch 138 is used to control the engagement or disengagement between the engine 136 and the first motor 134.

[0075] In this embodiment, the first drive unit 132 includes a first motor 134, an engine 136, and a clutch 138. The first motor 134 is connected to the first transmission 140 to output the power generated by the first motor 134 or the power transmitted by the first motor 134 to the first transmission 140.

[0076] Engine 136 provides fuel power. Clutch 138 is connected to both engine 136 and first motor 134. Clutch 138 controls the engagement or disengagement of engine 136 and first motor 134, thereby connecting or disconnecting the power transmission path from engine 136 to first motor 134.

[0077] When clutch 138 is engaged, the power output shaft of engine 136 engages with the shaft of first motor 134, and the torque generated by engine 136 is directly transmitted to first motor 134, thus driving engine 136. When clutch 138 is disengaged, the power output shaft of engine 136 is separated from the shaft of first motor 134, the power transmission of engine 136 is cut off, and first motor 134 can operate independently of engine 136.

[0078] By incorporating clutch 138, this invention enables mining vehicles to switch between multiple operating modes, including pure engine drive, hybrid drive, pure electric drive, on-the-go power generation, and regenerative braking. This not only significantly improves the fuel economy and energy efficiency of the entire power system but also effectively reduces dependence on the peak power of a single engine 136. This allows mining vehicles to utilize lower-power engines 136, meeting the power demands of heavy-duty conditions through electric drive force compensation, thereby contributing to reduced production costs.

[0079] Optionally, one end of the clutch 138 is connected to the power output shaft of the engine 136 via a torque-transmitting mechanical connection, so that the rotational power output by the engine 136 can be input to the clutch 138.

[0080] Optionally, the other end of the clutch 138 is connected to the shaft of the first motor 134 via a mechanical connection that can transmit torque, so that when the clutch 138 is engaged, the power of the engine 136 can be transmitted to the input shaft of the first motor 134 through the clutch 138.

[0081] In this embodiment, the first motor 134 is a 600V permanent magnet synchronous motor.

[0082] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, in some embodiments of the present invention, optionally, the mining vehicle further includes a power battery 180, and the first drive assembly 130 further includes a first driver 144, which is electrically connected to the power battery 180 and the first motor 134 respectively; the first driver 144 is used to control the power battery 180 to supply power to the first motor 134, or to control the first motor 134 to charge the power battery 180.

[0083] In this embodiment, the mining vehicle further includes a power battery 180, and the first drive assembly 130 further includes a first driver 144. The power battery 180 is used to store and provide DC power. The first driver 144 is electrically connected to both the power battery 180 and the first motor 134. The first driver 144 is used to control the power battery 180 to supply power to the first motor 134, or to control the first motor 134 to charge the power battery 180, thereby realizing bidirectional flow of electrical energy between the first motor 134 and the power battery 180.

[0084] When the first motor 134 drives the vehicle as an electric motor, the first driver 144 controls the power battery 180 to supply power to the first motor 134. During this process, the first driver 144 controls the speed and output torque of the first motor 134 by adjusting the output parameters. In addition, the first driver 144 can generate and output electrical signals to the shift actuator of the first transmission 140 according to the instructions of the vehicle controller, thereby controlling the first transmission 140 to perform upshifting or downshifting operations to achieve automatic gear switching.

[0085] When the first motor 134 is running as a generator, the first driver 144 controls the first motor 134 to charge the power battery 180 and store the electrical energy back into the power battery 180.

[0086] Optionally, the first motor 134 is electrically connected to the AC output port of the first driver 144 via a cable to realize bidirectional transmission of electrical energy between the first driver 144 and the first motor 134.

[0087] Optionally, the first driver 144 is electrically connected to the DC output terminal of the power battery 180 via a cable to realize bidirectional power transmission between the first driver 144 and the power battery 180.

[0088] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, in some embodiments of the present invention, optionally, the second drive unit 152 includes: a second motor 154, the second motor 154 having a rotating shaft 156; the second drive assembly 150 further includes: a second driver 151, the second driver 151 being electrically connected to the power battery 180 and the second motor 154 respectively, the second driver 151 being used to control the power battery 180 to supply power to the second motor 154, or to control the second motor 154 to charge the power battery 180.

[0089] In this embodiment, the second drive unit 152 includes a second motor 154, and the second drive assembly 150 further includes a second driver 151. The second motor 154 has the aforementioned rotating shaft 156, and the rotating shaft 156 has a through hole 158 along the axial direction. The second driver 151 is electrically connected to the power battery 180 and the second motor 154. The second driver 151 is used to control the power battery 180 to supply power to the second motor 154, or to control the second motor 154 to charge the power battery 180, thereby realizing bidirectional flow of electrical energy between the second motor 154 and the power battery 180.

[0090] When the second motor 154 drives the vehicle as an electric motor, the second driver 151 controls the power battery 180 to supply power to the second motor 154. During this process, the second driver 151 controls the speed and output torque of the second motor 154 by adjusting the output parameters. At the same time, the second driver 151 can output electrical signals to the shift actuator of the second transmission 160 according to control commands, thereby controlling the second transmission 160 to perform gear switching.

[0091] When the second motor 154 is running as a generator, the second driver 151 controls the second motor 154 to charge the power battery 180 and store the electrical energy back into the power battery 180.

[0092] Optionally, the second driver 151 is electrically connected to the DC bus port of the power battery 180 via a cable to enable the transmission of high-power electrical energy.

[0093] Optionally, the second motor 154 is electrically connected to the motor control port of the second driver 151 via a cable to realize the supply of driving power, the feedback of generated power, and the interaction of control signals.

[0094] Optionally, the second motor 154 is a 600V permanent magnet synchronous motor.

[0095] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments of the present invention, the mining vehicle may optionally include a battery controller 196, which is electrically connected to the power battery 180 and is used to monitor the status of the power battery 180 and output a monitoring signal.

[0096] In this embodiment, the mining vehicle also includes a battery controller 196. The battery controller 196 is electrically connected to the power battery 180 of the mining vehicle and is used to monitor the internal state and operating parameters of the power battery 180, and output monitoring signals characterizing these states to the vehicle controller. By setting up the battery controller 196, the present invention achieves intelligent management of the power battery 180. The monitoring signals provided by the battery controller 196 are the basis for the vehicle controller to make energy distribution decisions, switch operating modes, select shift strategies, and perform fault diagnosis and protection. This enables the entire hybrid power system to operate safely, efficiently, and reliably, fully utilizing the performance of the power battery 180 and extending its service life.

[0097] Optionally, the battery controller 196 includes a voltage acquisition circuit, a current sensor, a temperature sensor, and a processing unit. The voltage acquisition circuit is connected to each individual battery cell or module of the power battery 180 to monitor the total voltage and individual cell voltages of the power battery 180. The current sensor is connected in series in the main circuit of the power battery 180 to monitor the charging and discharging current of the power battery 180. The temperature sensor is arranged on the power battery 180 to monitor its temperature. The processing unit receives data from these sensors, calculates key parameters such as the state of charge, state of health, and power boundary of the power battery 180 in real time using a built-in algorithm, and outputs these parameters, along with the raw voltage, current, and temperature data, as monitoring signals via a communication cable.

[0098] In some embodiments of the present invention, the mining vehicle further includes a control component 182, which includes a transmission bus 184, a main controller 186, a first controller 188, a second controller 190, a third controller 192, a fourth controller 194, the aforementioned battery controller 196, and a thermal management controller 198. The first controller 188 is communicatively connected to the engine 136 and is used to control the operating state of the engine 136. The second controller 190 is communicatively connected to the first driver 144 and is used to control the operating state of the first motor 134 through the first driver 144. The third controller 192 is communicatively connected to the second driver 151 and is used to control the operating state of the second motor 154 through the second driver 151. The fourth controller 194 is communicatively connected to the clutch 138 and is used to control the engagement or disengagement state of the clutch 138. The thermal management controller 198 is communicatively connected to the cooling circuits of the power battery 180, the first motor 134, the second motor 154, and the engine 136, respectively, and is used to perform temperature regulation and thermal management on the aforementioned components. The main controller 186 is connected to the first controller 188, the second controller 190, the third controller 192, the fourth controller 194, the battery controller 196, and the thermal management controller 198 via a transmission bus 184, and is used to coordinate the work of each controller and the management system.

[0099] In this embodiment, the mining vehicle also includes a control component 182. The main controller 186, as the core of the vehicle's control, coordinates the actions of power components such as the engine, motor, clutch, and transmission, and also manages the operation of the battery controller 196 and the thermal management controller 198. The battery controller 196 collects the voltage, current, temperature, and state of charge of the power battery 180 in real time and reports this information to the main controller 186, while simultaneously executing battery protection and energy allocation commands issued by the main controller 186. The thermal management controller 198 automatically adjusts the coolant flow and fan start / stop based on temperature feedback from each power component and the battery, ensuring the system always operates within a safe temperature range.

[0100] Based on driving needs, vehicle status, and feedback from each controller, the main controller 186 sends coordination commands to each controller via the transmission bus 184. For example, when it determines that the battery temperature is too high, it instructs the thermal management controller 198 to strengthen heat dissipation, or coordinates the engine 136 and the motor to enter the driving charging mode when the battery power is insufficient, thereby achieving comprehensive optimization of the vehicle in terms of performance, safety, and energy consumption.

[0101] Optionally, the first controller 188 is communicatively connected to the engine 136 and is used to control the starting, stopping, speed and output torque of the engine 136.

[0102] Optionally, the second controller 190 is communicatively connected to the first driver 144 and is used to control the driving or power generation operation of the first motor 134 by controlling the power conversion of the first driver 144.

[0103] Optionally, the third controller 192 is communicatively connected to the second driver 151 and is used to control the driving or power generation operation of the second motor 154 by controlling the power conversion of the second driver 151.

[0104] Optionally, the fourth controller 194 is communicatively connected to the actuator of the clutch 138 to control the engagement or disengagement state of the clutch 138.

[0105] like Figure 2 As shown, the first controller 188 is an ECU (Engine Control Unit). The engine controller integrates an engine start-stop control module and an engine parameter adjustment module. The engine start-stop control module receives commands from the main controller 186 and controls the start or stop of the engine 136. The engine parameter adjustment module adjusts the engine 136's operating parameters, such as speed and fuel injection quantity, according to the torque distribution commands from the main controller 186.

[0106] like Figure 2 As shown, the second controller 190 is MCU1 (Motor Control Unit 1, first motor controller). The first motor controller integrates a first motor drive control module and a first motor power generation control module. The first motor drive control module receives instructions from the main controller 186, sends drive signals to the first driver 144, and controls the first motor 134 to output drive torque through the first driver 144. The first motor power generation control module receives instructions from the main controller 186, sends power generation signals to the first driver 144, and controls the first motor 134 to enter the power generation state, converting mechanical energy into electrical energy and transmitting it to the power battery 180.

[0107] like Figure 2As shown, the third controller 192 is MCU2 (Motor Control Unit 2, second motor controller). The second motor controller integrates a second motor drive control module and a second motor power generation control module. The second motor drive control module receives instructions from the main controller 186, sends drive signals to the second driver 151, and controls the second motor 154 to output drive torque via the second driver 151. Furthermore, when the transmission of one of the drive components shifts gears, the second driver 151 adjusts the output torque of the second motor 154 to provide power compensation. The second motor power generation control module receives instructions from the main controller 186, sends power generation signals to the second driver 151, and controls the second motor 154 to enter a power generation state, converting mechanical energy into electrical energy and transmitting it to the power battery 180.

[0108] like Figure 2 As shown, the fourth controller 194 is a CCU (Clutch Control Unit). The clutch controller integrates a clutch status control module and an engagement smoothness adjustment module. The clutch status control module receives commands from the main controller 186 and controls the engagement or disengagement of the clutch 138 to achieve power transmission or disconnection between the engine 136 and the first motor 134. The engagement smoothness adjustment module optimizes the pressure or stroke during clutch 138 engagement to ensure smooth, shock-free power transmission.

[0109] like Figure 2 As shown, the main controller 186 is the vehicle controller (VCU, Vehicle Control Unit, / HCU, Hybrid Control Unit).

[0110] like Figure 2 As shown, the battery controller 196 is a BMS (Battery Management System).

[0111] like Figure 2 As shown, the thermal management controller 198 is a TMS (Thermal Management System).

[0112] like Figure 2 As shown, the transmission bus 184 is a CAN (Controller Area Network) network.

[0113] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown, in some embodiments of the present invention, optionally, the control component 182 is used to control the first transmission 140 to perform a shifting action in response to a shifting command, and simultaneously control the second drive component 150 to output power through the second transmission 160; or in response to a shifting command, control the second transmission 160 to perform a shifting action, and simultaneously control the first drive component 130 to output power through the first transmission 140 and the transition shaft 170.

[0114] In this embodiment, the control component 182 receives a shift command from the driver. If the target of the shift command is the first transmission 140, the control component 182 sends a shift control signal to the shift actuator of the first transmission 140, causing the first transmission 140 to begin the shift process.

[0115] During this process, the control component 182 synchronously sends a torque output command to the second drive component 150, controlling the second drive component 150 to output a specific torque to the drive shaft 120 through the second transmission 160 to compensate for any power gap that may be caused by the shifting of the first transmission 140. Conversely, if the target of the shift command is the second transmission 160, the control component 182 controls the second transmission 160 to perform the shifting action and simultaneously commands the first drive component 130 to output compensating torque through the first transmission 140, thereby ensuring the continuity of vehicle power output.

[0116] In some embodiments of the present invention, optionally, the control component 182 is also used to control the closing and opening of the clutch 138, wherein when the clutch 138 is closed, the power of the engine 136 is transmitted to the first motor 134 via the clutch 138; when the clutch 138 is open, the power transmission between the engine 136 and the first motor 134 is cut off.

[0117] In this embodiment, the control component 182 is also used to control the engagement and disengagement of the clutch 138. The control component 182 makes judgments and decisions based on the vehicle operating mode, driver needs, power battery 180 status, and road condition information. When the operating conditions require the engine 136 to participate in driving or power generation, such as during high-speed cruising, heavy-load hill climbing, or parking and charging scenarios, the control component 182 issues a closing command to the actuator of the clutch 138, causing the clutch 138 to engage, thereby introducing the power of the engine 136 into the powertrain. When the operating conditions are suitable for pure electric drive, coasting energy recovery, or engine 136 idling and stopping, the control component 182 issues a disengagement command to the actuator of the clutch 138, causing the clutch 138 to disengage, thereby cutting off the power path of the engine 136.

[0118] This invention enables on-demand access and disconnection of the engine 136 power path. The vehicle can efficiently switch between multiple operating modes, including pure electric mode, pure engine mode, hybrid drive mode, parking power generation mode, and regenerative braking mode. This invention not only optimizes the operating range of the engine 136 and improves fuel economy, but also allows the electric drive system to function more flexibly, thereby enhancing the overall efficiency, responsiveness, and economy of the powertrain.

[0119] In some embodiments of the present invention, optionally, the control component 182 is also configured to control the first motor 134 and / or the second motor 154 to enter a power generation state when the vehicle is braking, so as to recover braking energy and charge the power battery 180.

[0120] In this embodiment, the control component 182 is also used to control the first motor 134 and / or the second motor 154 to enter the generator state when the vehicle brakes. When the control component 182 receives a vehicle braking signal, it first determines whether the energy recovery conditions are met based on the current vehicle speed, battery status, and braking intensity. If the conditions are met, the control component 182 sends a control command to the first driver 144 of the first drive component 130 and / or the second driver 151 of the second drive component 150 to switch the operating mode of the first motor 134 and / or the second motor 154 from the motor state to the generator state. Subsequently, the inertial energy of the vehicle driving drives the shaft 156 of the first motor 134 and / or the second motor 154 to rotate through the transmission system, causing it to cut magnetic field lines and generate three-phase alternating current. The first driver 144 and / or the second driver 151 convert this alternating current into direct current, which is then used to charge the power battery 180 via the DC bus, thereby recovering and storing the kinetic energy that was originally dissipated as heat during mechanical braking in the power battery 180.

[0121] In some embodiments of the present invention, optionally, the control component 182 is further configured to control the engine 136 to start, control the clutch 138 to close, and control the first motor 134 to generate electricity to charge the power battery 180 when the vehicle is in a parked state and the state of charge of the power battery 180 is less than a preset threshold.

[0122] In this embodiment, when the vehicle is parked and the state of charge (SOC) of the power battery 180 is less than a preset charging threshold, the control component 182 triggers a parking power generation program. First, the control component 182 sends a start command to the engine 136 controller, controlling the engine 136 to ignite and run to a preset power generation idle speed. Then, the control component 182 sends a closing command to the clutch controller, engaging the clutch 138 and transmitting the output power of the engine 136 to the first motor 134. Next, the control component 182 sends a control command to the first driver 144, setting the first motor 134 to a power generation mode driven by the engine 136. At this time, the mechanical energy output by the engine 136 drives the first motor 134 to rotate and generate electricity. The three-phase AC power generated by the first motor 134 is converted to DC power by the first driver 144 and then charges the power battery 180 until the SOC of the power battery 180 returns to the target value or a command to stop charging is received.

[0123] like Figure 9 As shown, in some embodiments of the present invention, the mining vehicle has a pure engine mode. Figure 9 The arrows in the diagram illustrate the direction and path of energy transmission for the mining vehicle in pure engine mode. In pure engine mode, clutch 138 is engaged, engine 136 starts, and the first motor 134 and second motor 154 do not output drive torque. The mechanical energy output by engine 136 is sequentially transmitted through clutch 138, first motor 134, first transmission 140, first output shaft 142, and transition shaft 170 to the second output shaft 169, and finally drives the walking assembly 110 via drive shaft 120, thus enabling vehicle movement.

[0124] like Figure 10 As shown, in some embodiments of the present invention, the mining vehicle has a pure electric mode. Figure 10 The arrows in the diagram indicate the direction and path of energy transmission for the mining vehicle in pure electric mode. In pure electric mode, the engine 136 stops and the clutch 138 disengages. The electrical energy output from the power battery 180 is converted into alternating current via the first driver 144 and the second driver 151, driving the first motor 134 and the second motor 154 to rotate. The power from the first motor 134 is transmitted to the second output shaft 169 via the first transmission 140, the first output shaft 142, and the transition shaft 170. The power from the second motor 154 is directly transmitted to the second output shaft 169 via the second transmission 160. After the two power sources converge at the second output shaft 169, they drive the traveling assembly 110 via the drive shaft 120.

[0125] like Figure 11 As shown, in some embodiments of the present invention, the mining vehicle has an energy recovery mode. Figure 11The arrows in the diagram indicate the direction and path of energy transmission when the mining vehicle is in energy recovery mode. When the mining vehicle is in energy recovery mode, clutch 138 is disengaged, and the inertial energy of the vehicle's movement is transmitted in reverse through the walking assembly 110 and drive shaft 120 to the second output shaft 169. This energy then reverse-drives the second motor 154 via the second transmission 160 and the first motor 134 via the transition shaft 170, first output shaft 142, and first transmission 140. The first motor 134 and the second motor 154 are reverse-driven into a power generation state. The generated AC power is rectified into DC power by their respective drivers and then recharged into the power battery 180 for storage.

[0126] like Figure 12 As shown, in some embodiments of the present invention, the mining vehicle has a hybrid electric mode. Figure 12 The arrows in the diagram illustrate the direction and path of energy transmission in the hybrid mode of the mining vehicle. In hybrid mode, clutch 138 is engaged, and engine 136 works in conjunction with the first motor 134 and the second motor 154. The mechanical energy output from engine 136 and the mechanical energy output from the first motor 134 converge before the first transmission 140, and are transmitted together via the first output shaft 142 and transition shaft 170 to the second output shaft 169. The mechanical energy output from the second motor 154 is also transmitted to the second output shaft 169 via the second transmission 160. After all the mechanical energy is coupled at the second output shaft 169, it drives the walking assembly 110 via the drive shaft 120, achieving hybrid power output.

[0127] like Figure 13 As shown, in some embodiments of the present invention, the mining vehicle has a parking power generation mode. Figure 13 The arrows in the diagram illustrate the direction and path of energy transmission when the mining vehicle is in parking power generation mode. In this mode, the vehicle is stationary, clutch 138 is engaged, and engine 136 starts and operates at a preset power generation speed. The mechanical energy output by engine 136 is transmitted via clutch 138 to the first motor 134, driving it to function as a generator. The alternating current generated by the first motor 134 is converted to direct current by the first driver 144 and then charges the power battery 180, thus achieving autonomous power replenishment while the vehicle is parked.

[0128] like Figure 14 As shown, in some embodiments of the present invention, a control method for mining vehicles is proposed, the control method for mining vehicles comprising:

[0129] S202: Receives shift command;

[0130] S204: Based on the shift command, determine the target transmission for the shift action to be performed;

[0131] S206: When the target transmission is the first transmission, control the first transmission to perform a shifting action, and at the same time control the second drive component to output power through the second transmission.

[0132] In this embodiment, the mining vehicle control method proposed by the present invention is used to control the mining vehicle in any of the above embodiments, and therefore has all the beneficial effects of the mining vehicle in any of the above embodiments.

[0133] In this embodiment, the control method proposed in this invention first receives a shift command. The shift command can originate from direct driver operation, such as operating the gear shift lever, or it can be automatically generated by the vehicle controller based on vehicle status parameters such as current vehicle speed, throttle opening, or engine load. The shift command is parsed and a decision is made to determine the target transmission that needs to perform a gear shift operation. When the target transmission is identified as the first transmission in the first drive assembly, the control process is decomposed into two parallel and coordinated sub-tasks. The first sub-task is to control the first transmission to perform a gear shift. During the shift, the torque transmitted by the first transmission through the first output shaft may change or be briefly interrupted. The second sub-task is to simultaneously control the second drive assembly to output power through the second transmission. The compensating torque is transmitted via the second output shaft of the second transmission to the drive shaft of the mining vehicle to fill the traction gap caused by the first transmission's gear shift process.

[0134] This invention achieves dynamic compensation during gear shifting in a dual-power source system. When the first drive component temporarily weakens or interrupts its power output due to internal gear shifting, the second drive component is instructed to immediately increase its output, thereby ensuring that the total driving force transmitted to the wheels remains at a stable level. For mining vehicles, especially in heavy-load uphill conditions where the requirements for power continuity are extremely stringent, this invention effectively eliminates the risk of momentary vehicle stalling or slippage that may result from power interruption during gear shifting, thus improving driving safety and operational efficiency.

[0135] like Figure 15 As shown, in some embodiments of the present invention, a control method for mining vehicles is proposed, the control method for mining vehicles comprising:

[0136] S302: Receives shift command;

[0137] S304: Based on the shift command, determine the target transmission for the shift action to be performed;

[0138] S306: When the target transmission is the second transmission, control the second transmission to perform a shifting action, and simultaneously control the first drive assembly to output power through the first transmission and the transition shaft.

[0139] In this embodiment, a shift command is received and parsed to determine the target transmission. If the target transmission is the second transmission, the second transmission is controlled to perform a shift. During this process, the torque transmitted from the second transmission to the drive shaft via the second output shaft may experience temporary fluctuations or decreases. The first drive assembly is controlled to output power through the first transmission and the transition shaft to compensate for this. The combined power generated by the first drive unit, after being amplified by the first transmission, is transmitted to the second output shaft and connected to the drive shaft via the first output shaft and the transition shaft, thereby maintaining the continuity of the total driving force on the drive shaft during the shift of the second transmission.

[0140] In some embodiments of the present invention, optionally, the mining vehicle further includes a power battery, and controlling the first transmission to perform a shifting action specifically includes: obtaining the current state of charge value of the power battery; if the current state of charge value is greater than a preset first state of charge threshold, controlling the first transmission to perform a shifting action according to a preset first upshift speed threshold; if the current state of charge value is less than the first state of charge threshold, controlling the first transmission to perform a shifting action according to a preset second upshift speed threshold, wherein the first upshift speed threshold is less than the second upshift speed threshold.

[0141] In this embodiment, the mining vehicle also includes a power battery, which provides electrical energy to the first drive unit and the second drive unit. Controlling the first transmission to perform a shifting action specifically includes: acquiring the current state of charge (SOC) value of the power battery; and, if the current SOC value is greater than or equal to a preset first SOC threshold, controlling the first transmission to perform a shifting action according to a preset first upshift speed threshold.

[0142] This invention acquires the current state of charge (SOC) value of the power battery, and then compares the current SOC value with a preset first SOC threshold. The first SOC threshold is a preset cutoff value used to determine whether the battery has sufficient charge. If the current SOC value is greater than or equal to the first SOC threshold, it indicates that the power battery has sufficient energy storage and enough electrical energy for driving or compensation. At this time, the first transmission is controlled to perform a gear shifting action according to a preset first upshift speed threshold.

[0143] Optionally, the first state of charge threshold is a threshold used to determine the shifting mode, wherein the first state of charge threshold is greater than or equal to 45% of the total capacity of the power battery and less than or equal to 55% of the total capacity of the power battery. For example, the first state of charge threshold is 50% of the total capacity of the power battery.

[0144] The first upshift speed threshold is a relatively low upshift speed threshold. Using a lower upshift speed threshold allows the vehicle to shift into higher gears earlier, enabling the engine and electric motor to operate more efficiently, prioritizing the vehicle's power performance and driving speed.

[0145] When the current state of charge (SBC) value is less than a first SBC threshold, the first transmission is controlled to perform a gear shift based on a preset second upshift speed threshold, wherein the first upshift speed threshold is less than the second upshift speed threshold. In this invention, if the current SBC value is less than the first SBC threshold, it indicates that the battery charge is low, requiring energy conservation or recharging. In this case, the first transmission is controlled to perform a gear shift based on the preset second upshift speed threshold.

[0146] The second upshift speed threshold is a relatively high upshift speed threshold. By using a higher upshift speed threshold, the vehicle stays in low gears for a longer period of time, the engine speed increases, the output power increases, and priority is given to maintaining or restoring the power battery's charge balance to ensure power reserves for subsequent heavy-load conditions.

[0147] In this embodiment, the invention enables the shift logic to be dynamically adjusted based on the current state of charge. When the battery is fully charged, the system prioritizes power and economy. When the battery is low, the system actively charges the battery by delaying upshifts to prevent a decrease in overall power due to battery depletion.

[0148] In this embodiment, the first state of charge threshold is a preset value, which is a value preset by calibration test before the mining vehicle leaves the factory, and the first state of charge threshold is stored in the memory of the vehicle controller.

[0149] In this embodiment, both the first upshift speed threshold and the second upshift speed threshold are preset values, determined based on vehicle calibration tests. For example, when shifting from 1st to 2nd gear, the first upshift speed threshold can be set to 15 km / h, and the second upshift speed threshold can be set to 20 km / h. When shifting from 2nd to 3rd gear, the first upshift speed threshold can be set to 25 km / h, and the second upshift speed threshold can be set to 30 km / h. The first upshift speed threshold is always lower than the second upshift speed threshold.

[0150] In some embodiments of the present invention, optionally, the first drive unit includes a first motor, an engine, and a clutch. The first motor is connected to a first transmission, and the clutch is connected to both the engine and the first motor. The clutch is used to control the engagement or disengagement between the engine and the first motor. The first drive assembly also includes a first driver, which is electrically connected to both the power battery and the first motor. The second drive unit includes a second motor with a rotating shaft. The second drive assembly also includes a second driver, which is electrically connected to both the power battery and the second motor. The control method for the mining vehicle further includes: receiving a braking command; and, in response to the braking command, controlling the first motor and / or the second motor to charge the power battery.

[0151] In this embodiment, upon receiving a braking command indicating braking demand, the total motor torque is allocated to the first motor and / or the second motor according to a preset allocation strategy. The first motor and / or the second motor switch to generator mode, and the vehicle's inertia drives the rotors of the first motor and / or the second motor to rotate via the transmission system. The rotors cut the magnetic field of the stator windings to generate alternating current. The first driver and / or the second driver convert the alternating current into direct current to charge the power battery, thereby converting the vehicle's kinetic energy into electrical energy for storage, realizing brake energy recovery, and improving the overall vehicle energy utilization efficiency.

[0152] In some embodiments of the present invention, optionally, the control method for mining vehicles further includes: receiving a throttle command; in response to the throttle command, acquiring the current state of charge (SOC) value of the power battery; if the current SOC value is less than a preset second SOC threshold, controlling the engine to operate and controlling the clutch to engage; if the current SOC value is greater than or equal to the second SOC threshold and less than a preset third SOC threshold, controlling the engine to operate, controlling the clutch to engage, and controlling the first motor and the second motor to operate; if the current SOC value is greater than or equal to the third SOC threshold, controlling the engine to stop, controlling the clutch to disengage, and controlling the first motor and the second motor to operate. In this embodiment, upon receiving the throttle command, the current SOC value of the power battery is acquired. Subsequently, the current SOC value is compared with the preset second SOC threshold and the preset third SOC threshold, and corresponding control commands are executed based on the comparison results.

[0153] If the current state of charge (SOC) value is lower than the second SOC threshold, the battery energy reserve is determined to be insufficient. At this point, the engine is started and put into operation, while the clutch is engaged, allowing the engine's power to be transmitted to the first electric motor. The first motor rotates but does not output drive torque; the engine serves as the primary power source to drive the vehicle. In this mode, neither the first nor the second electric motor participates in driving; the entire vehicle is driven solely by the engine.

[0154] If the current state of charge (SOC) value is greater than or equal to the second SOC threshold and less than the preset third SOC threshold, it is determined that the power battery has a certain energy reserve, making it suitable for hybrid drive. At this point, the engine is activated, the clutch is engaged, and both the first and second electric motors participate in the drive. The engine and the two electric motors work together to output power, jointly driving the vehicle and achieving a hybrid drive mode that ensures both power and fuel economy.

[0155] If the current state of charge (SOC) is greater than or equal to the third SOC threshold, the battery is deemed to have sufficient energy, and electric power can be prioritized for driving. At this point, the engine stops running, and the clutch disengages, cutting off the engine's power path. The vehicle is then driven by both the first and second electric motors, achieving a pure electric drive mode, reducing energy consumption and noise.

[0156] This invention enables vehicles to maintain optimal energy management and power output under different battery charge states by switching drive modes based on the current state of charge of the power battery.

[0157] In this embodiment, the second state-of-charge threshold and the third state-of-charge threshold are preset values. The second state-of-charge threshold and the third state-of-charge threshold are values ​​preset through calibration tests before the mining vehicle leaves the factory, and the second state-of-charge threshold and the third state-of-charge threshold are stored in the memory of the vehicle controller.

[0158] Optionally, the second state of charge threshold is a threshold used to determine that the remaining power of the power battery is insufficient. The second state of charge threshold is greater than or equal to 25% of the total capacity of the power battery and less than or equal to 35% of the total capacity of the power battery. For example, the second state of charge threshold is 30% of the total capacity of the power battery.

[0159] Optionally, the third state of charge threshold is a threshold used to determine that the remaining power of the power battery is sufficient. The third state of charge threshold is greater than 35% of the total capacity of the power battery and less than or equal to 45% of the total capacity of the power battery. For example, the third state of charge threshold is 40% of the total capacity of the power battery.

[0160] Optionally, the second state-of-charge threshold and the third state-of-charge threshold can be adjusted according to the application scenario.

[0161] In some embodiments of the present invention, the control method for mining vehicles may optionally include: receiving a parking command; in response to the parking command, obtaining the current state of charge value of the power battery; and controlling the engine and the first motor to operate according to the current state of charge value and a preset fourth state of charge threshold.

[0162] In this embodiment, the control method for mining vehicles also includes receiving a parking command. The parking command is a control signal that indicates that the vehicle has entered and remains stationary. The source can be the driver's operation or the vehicle controller automatically determines and generates the command based on conditions such as zero vehicle speed or continuous braking signal.

[0163] The fourth state-of-charge threshold is a threshold used to trigger the parking charging function. The fourth state-of-charge threshold is greater than or equal to 25% of the total capacity of the power battery and less than or equal to 35% of the total capacity of the power battery. For example, the fourth state-of-charge threshold can be 30% of the total capacity of the power battery.

[0164] Based on the current state of charge (SOC) value and a preset fourth SOC threshold, controlling the engine and the first motor involves the following steps: If the current SOC value is lower than the fourth SOC threshold, it is determined that the battery power is insufficient and needs immediate replenishment. In this case, the engine is started, and the clutch is engaged to transmit power from the engine to the first motor. Simultaneously, the first motor enters generator mode, and the first actuator converts the AC power generated by the first motor into DC power to charge the battery. This process is called parking charging, which actively replenishes the battery while the vehicle is stationary, preventing subsequent use due to a depleted battery.

[0165] If the current state of charge (SOC) value is greater than or equal to the fourth SOC threshold, the power battery is deemed to have sufficient charge and no charging is required. In this case, the engine remains stationary, the clutch remains disengaged, and the mining vehicle does not perform a parking charging operation.

[0166] This invention, through the design of a parking power generation function, allows mining vehicles to use the engine to charge the power battery while parked, ensuring that the power battery is always within a reasonable power range and improving the system's reliability and range.

[0167] In this invention, the first, second, third, and fourth state-of-charge (SOC) thresholds are all independently preset parameters, and there is no necessary numerical relationship between them. The second and third SOC thresholds are used together in the throttle command response logic to divide different driving mode intervals, and the second SOC threshold is lower than the third SOC threshold to ensure the continuity and rationality of the logic intervals. The first SOC threshold is used alone in the shifting logic, solely to determine whether the battery is sufficiently charged to switch shifting strategies, and does not need to be related to the second, third, and fourth SOC thresholds. The fourth SOC threshold is used alone in the parking charging logic, solely to determine whether the engine needs to be started to charge the battery, and similarly, it does not need to be related to other thresholds. Each threshold is set independently according to the needs of its respective control logic and does not interfere with others.

[0168] like Figure 16As shown, in some embodiments of the present invention, a control system 400 for mining vehicles is proposed for controlling mining vehicles as described in any of the above embodiments. The control system 400 for mining vehicles includes: a receiving unit 410 for receiving a shift command; a first processing unit 420 for determining a target transmission to perform a shift operation based on the shift command; and a second processing unit 430 for controlling the first transmission to perform a shift operation when the target transmission is a first transmission, and simultaneously controlling the second drive assembly to output power through the second transmission; or controlling the second transmission to perform a shift operation when the target transmission is a second transmission, and simultaneously controlling the first drive assembly to output power through the first transmission and the transition shaft.

[0169] In this embodiment, the control system 400 for mining vehicles proposed in this invention includes a receiving unit 410, a first processing unit 420, and a second processing unit 430. The receiving unit 410 is used to receive shift commands, which can originate from the driver's direct operation, such as operating the shift lever, or can be automatically generated by the vehicle controller based on vehicle status parameters such as current vehicle speed, throttle opening, or engine load.

[0170] The first processing unit 420 analyzes and makes decisions on the shift command to determine the target transmission that needs to perform a gear shift operation. When the target transmission is identified as the first transmission in the first drive assembly, the second processing unit 430 performs control, wherein the control process is decomposed into two parallel and coordinated sub-tasks. The first sub-task is to control the first transmission to perform a gear shift. Performing a gear shift can be done by controlling the shift actuator of the first transmission to complete a series of mechanical operations such as disengaging the original gear, synchronizing with the target gear, and engaging the target gear according to a preset timing sequence. During the gear shift, the torque transmitted by the first transmission through the first output shaft will undergo transient changes or be briefly interrupted. The second sub-task is to simultaneously control the second drive assembly to output power through the second transmission. The compensating torque is transmitted to the drive shaft via the second output shaft of the second transmission to fill the power gap caused by the gear shift process of the first transmission.

[0171] When the target transmission is the second transmission, the second transmission is controlled to perform a shifting action. During this process, the torque transmitted from the second transmission to the drive shaft via the second output shaft may experience temporary fluctuations or decreases. The first drive assembly is controlled to output power through the first transmission and the transition shaft to compensate for this. The combined power generated by the first drive unit, after being amplified by the first transmission, is transmitted through the first output shaft and the transition shaft to the second output shaft and connects to the drive shaft, thereby maintaining the continuity of the total driving force on the drive shaft during the shifting of the second transmission.

[0172] In some embodiments of the present invention, optionally, the mining vehicle further includes a power battery, and the process of the second processing unit 430 controlling the first transmission to perform a shifting action specifically includes: obtaining the current state of charge value of the power battery; when the current state of charge value is greater than or equal to a preset first state of charge threshold, controlling the first transmission to perform a shifting action according to a preset first upshift speed threshold; when the current state of charge value is less than the first state of charge threshold, controlling the first transmission to perform a shifting action according to a preset second upshift speed threshold, wherein the first upshift speed threshold is less than the second upshift speed threshold.

[0173] In some embodiments of the present invention, optionally, the first drive unit includes a first motor, an engine, and a clutch, the first motor being connected to a first transmission; the clutch is connected to both the engine and the first motor, and is used to control the engagement or disengagement between the engine and the first motor; the first drive assembly also includes a first driver, which is electrically connected to both the power battery and the first motor; the second drive unit includes a second motor having a rotating shaft; the second drive assembly also includes a second driver, which is electrically connected to both the power battery and the second motor; the receiving unit 410 is also used to receive braking commands; the control system 400 of the mining vehicle also includes a third processing unit, which is used to control the first motor and / or the second motor to charge the power battery in response to the braking command.

[0174] In some embodiments of the present invention, the receiving unit 410 is further configured to receive a throttle command; the control system 400 of the mining vehicle further includes a fourth processing unit, which is configured to receive the throttle command; in response to the throttle command, acquire the current state of charge (SOC) value of the power battery; if the current SOC value is less than a preset second SOC threshold, control the engine to operate and control the clutch to close; if the current SOC value is greater than or equal to the second SOC threshold and less than a preset third SOC threshold, control the engine to operate, control the clutch to close, and control the first motor and the second motor to operate; if the current SOC value is greater than or equal to the third SOC threshold, control the engine to stop, control the clutch to disengage, and control the first motor and the second motor to operate.

[0175] In some embodiments of the present invention, the receiving unit 410 is further configured to receive a parking command; the control system 400 of the mining vehicle further includes a fifth processing unit, which is configured to, in response to the parking command, obtain the current state of charge value of the power battery; and control the engine and the first motor to operate according to the current state of charge value and a preset fourth state of charge threshold.

[0176] In some embodiments of the present invention, a control device for a mining vehicle is proposed, including a processor and a memory, wherein the memory stores a program or instructions that can run on the processor, and when the program or instructions are executed by the processor, the steps of the control method for the mining vehicle as described in any of the above embodiments are implemented.

[0177] The control device for mining vehicles proposed in this invention includes a processor and a memory, wherein the memory stores programs or instructions that can run on the processor. When the program or instructions are executed by the processor, they implement the steps of the control method for mining vehicles as described in any of the above embodiments, and thus have all the beneficial effects of the control method for mining vehicles as described in any of the above embodiments.

[0178] In some embodiments of the present invention, a readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the control method for mining vehicles as described in any of the above embodiments.

[0179] In this embodiment, the readable storage medium proposed by the present invention implements the steps of the control method for mining vehicles as described in any of the above embodiments when the computer program is executed by a processor, and therefore has all the beneficial effects of the control method for mining vehicles as described in any of the above embodiments.

[0180] In the claims, description, and accompanying drawings of this invention, the term "plural" refers to two or more. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and simplifying the descriptive process, and are not intended to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention. The terms "connected," "installed," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this invention can be understood based on the specific circumstances described above.

[0181] In the claims, description, and accompanying drawings of this invention, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In the claims, description, and accompanying drawings of this invention, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0182] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A mining vehicle, characterized in that, The mining vehicles include: Walking components; The drive shaft is connected to the walking assembly; A first drive assembly, the first drive assembly including a first drive unit and a first transmission, the first transmission being connected to the first drive unit, the first transmission having a first output shaft; The second drive assembly includes a second drive unit and a second transmission. The second drive unit includes a shaft with an axially extending through hole. The shaft is connected to the second transmission. The second transmission has a second output shaft connected to the drive shaft. A transition shaft passes through the through hole and is connected to the first output shaft and the second output shaft respectively; the transition shaft can rotate independently relative to the rotating shaft. The second transmission includes a constant mesh gear, a gear hub, a sliding sleeve, and at least one gear position. The constant mesh gear is fixedly connected to the rotating shaft. The transition shaft passes sequentially through the through hole and the center hole of the constant mesh gear. A first bearing is provided between the transition shaft and the center hole of the constant mesh gear to support the transition shaft and allow it to rotate independently relative to the rotating constant mesh gear and the rotating shaft. One end of the second output shaft is connected to the drive shaft, and the other end is fixedly connected to the gear hub. The gear hub is connected to the other end of the transition shaft via a spline. The sliding sleeve is fitted on the gear hub and can move along its axial direction. At least one gear position is loosely fitted on the second output shaft and maintains constant mesh with the constant mesh gear. The mining vehicle also includes a power battery and a control component, the control component being used to control the first transmission to perform gear shifting actions; The control of the first transmission to perform a gear shifting action specifically includes: The system obtains the current state of charge (SOC) value of the power battery; if the current SOC value is greater than a preset first SOC threshold, it controls the first transmission to perform a shifting action according to a preset first upshift speed threshold; if the current SOC value is less than the first SOC threshold, it controls the first transmission to perform a shifting action according to a preset second upshift speed threshold, wherein the first upshift speed threshold is less than the second upshift speed threshold.

2. The mining vehicle according to claim 1, characterized in that, The first driving unit includes: A first motor, which is connected to the first gearbox; engine; The clutch is connected to the engine and the first motor respectively, and the clutch is used to control the engagement or disengagement between the engine and the first motor.

3. The mining vehicle according to claim 2, characterized in that, The first driving component also includes: A first driver is electrically connected to the power battery and the first motor, respectively. The first driver is used to control the power battery to supply power to the first motor, or to control the first motor to charge the power battery.

4. The mining vehicle according to claim 3, characterized in that, The second drive unit includes: A second motor, the second motor having the said rotating shaft; The second driving component also includes: The second driver is electrically connected to the power battery and the second motor respectively. The second driver is used to control the power battery to supply power to the second motor, or to control the second motor to charge the power battery.

5. The mining vehicle according to claim 3, characterized in that, The mining vehicles also include: A battery controller, which is electrically connected to the power battery, is used to monitor the state of the power battery and output monitoring signals.

6. A control method for mining vehicles, characterized in that, The method for controlling a mining vehicle as described in any one of claims 1 to 5 includes: Receive shift command; Based on the shift command, the target transmission to be shifted is determined; When the target transmission is the first transmission, the first transmission is controlled to perform a shifting action, and the second drive assembly is simultaneously controlled to output power through the second transmission; or when the target transmission is the second transmission, the second transmission is controlled to perform a shifting action, and the first drive assembly is simultaneously controlled to output power through the first transmission and the transition shaft.

7. The control method for mining vehicles according to claim 6, characterized in that, The mining vehicle also includes a power battery, and controlling the first transmission to perform gear shifting actions specifically includes: Obtain the current state of charge value of the power battery; When the current state of charge value is greater than or equal to a preset first state of charge threshold, the first transmission is controlled to perform a shifting action according to a preset first upshift speed threshold. If the current state of charge value is less than the first state of charge threshold, the first transmission is controlled to perform a gear shifting action according to a preset second upshift speed threshold. Wherein, the first upshift speed threshold is less than the second upshift speed threshold.

8. The control method for mining vehicles according to claim 7, characterized in that, The first drive unit includes a first motor, an engine, and a clutch. The first motor is connected to the first transmission. The clutch is connected to both the engine and the first motor, and is used to control the engagement or disengagement between the engine and the first motor. The first drive assembly further includes a first driver, which is electrically connected to both the power battery and the first motor. The second drive unit includes a second motor having the shaft. The second drive assembly further includes a second driver, which is electrically connected to both the power battery and the second motor. The control method for the mining vehicle further includes: Receive braking command; In response to the braking command, the first motor and / or the second motor are controlled to charge the power battery.

9. The control method for mining vehicles according to claim 8, characterized in that, The control method for mining vehicles also includes: Receive throttle command; In response to the throttle command, the current state of charge value of the power battery is obtained; If the current state of charge value is less than a preset second state of charge threshold, the engine is controlled to operate, and the clutch is controlled to close. When the current state of charge value is greater than or equal to the second state of charge threshold and less than the preset third state of charge threshold, the engine is controlled to operate, the clutch is controlled to close, and the first motor and the second motor are controlled to operate. If the current state of charge value is greater than or equal to the third state of charge threshold, the engine is controlled to stop, the clutch is controlled to disengage, and the first motor and the second motor are controlled to operate.

10. The control method for mining vehicles according to claim 8, characterized in that, The control method for mining vehicles also includes: Receive parking command; In response to the parking command, the current state of charge value of the power battery is obtained; The engine and the first motor are controlled to operate based on the current state of charge value and the preset fourth state of charge threshold.

11. A control system for a mining vehicle, characterized in that, For controlling the mining vehicle as described in any one of claims 1 to 5, the control system of the mining vehicle includes: The receiving unit is used to receive shift commands; The first processing unit is used to determine the target transmission to be shifted based on the shift command; The second processing unit is configured to, when the target transmission is the first transmission, control the first transmission to perform a shifting action and simultaneously control the second drive assembly to output power through the second transmission; or, when the target transmission is the second transmission, control the second transmission to perform a shifting action and simultaneously control the first drive assembly to output power through the first transmission and the transition shaft.

12. A control device for a mining vehicle, characterized in that, It includes a processor and a memory, the memory storing programs or instructions that can run on the processor, the programs or instructions being executed by the processor to implement the steps of the control method for mining vehicles as described in any one of claims 6 to 10.

13. A readable storage medium, characterized in that, The readable storage medium stores a computer program that, when executed by a processor, implements the steps of the control method for mining vehicles as described in any one of claims 6 to 10.

Images