Hinged mine truck transmission mechanism and transmission system thereof

Abstract

The utility model discloses a hinged mine truck transmission mechanism and a transmission system thereof. The transmission mechanism comprises an engine, a torque converter, a front drive axle, a gearbox, a transmission shaft, a retarder and a rear drive axle. The transmission system comprises a torque converter oil temperature sensor, a gearbox pressure sensor, a fault diagnosis displayer, a gearbox controller, a gearbox output rotating speed sensor, a locking electromagnetic valve, a gear shifting electromagnetic valve and an emergency walking module. The gear shifting speed curve is smooth, the locking function is added to the gearbox and the torque converter, the vehicle running speed and traction force working condition requirements are considered, automatic gear shifting can be achieved according to load changes, and the operation intensity of a driver is reduced; the auxiliary braking capacity is increased under the long-distance downhill working condition, the problem that transmission oil and hydraulic oil are heated due to long-time use of a braking system is solved, and driving safety is guaranteed; various safety measures are achieved, and the service life of a transmission system is effectively prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of underground mining trucks, in particular to an articulated mining truck transmission mechanism and its transmission system. Background Technique

[0002] Underground mining trucks are specifically used as transportation tools at large-scale engineering construction sites such as mines and quarries, for quickly and efficiently transporting materials such as huge stones and soil excavated by blasting to the destination. They can operate stably under various harsh working conditions and are usually equipped with a powerful power system to cope with the complex terrain and heavy-load tasks that may be encountered in the underground environment.

[0003] The transmission systems of large-tonnage mining trucks generally adopt a split-type torque converter and gearbox structure. The output power of the engine is increased in torque by the torque converter and then transmitted to the gearbox through a drive shaft. The gearbox transmits the power to the rear drive axle and the front drive axle according to the gear selection. The operating conditions of large-tonnage underground mining trucks require the transmission system to comprehensively consider the operating speed and traction force to ensure that both the operation efficiency and the traction performance are satisfied at the same time. Currently, most manufacturers' 40 - 45T underground mining trucks are configured with DANA's C8000 torque converter, 8000 series 4-speed gearbox, and Kessler axles, resulting in poor balance between the driving speed and the traction force. During driving, it is necessary to frequently shift gears, increasing the operation intensity of the driver. Moreover, the power performance cannot be adaptively switched according to the working conditions. When the mining truck enters a long-distance downhill working condition, the torque converter cannot be locked, and there is no auxiliary braking, causing serious heating of the transmission oil and hydraulic oil. Content of the Utility Model

[0004] The purpose of the utility model is: to solve the above problems, the utility model provides an articulated mining truck transmission mechanism and its transmission system.

[0005] The utility model specifically adopts the following technical solutions to achieve the above purpose. An articulated mining truck transmission mechanism includes: an engine and a gearbox, and the output end of the engine is in transmission connection with a torque converter;

[0006] One end of the gearbox is in transmission connection with the torque converter through a drive shaft, and the other end of the gearbox is in transmission connection with the front drive axle and the rear drive axle through a drive shaft;

[0007] A retarder is connected between the gearbox and the rear drive axle through a drive shaft.

[0008] As a further description of the above technical solution, the torque increase bias ratio of the torque converter is 1.118, and the torque converter is configured with a locking function.

[0009] As a further description of the above technical solution, the gear configuration of the gearbox is 8 forward and 4 reverse. The gear ratio of the first gear is 4.1, and the gear ratio of the eighth gear is 0.54.

[0010] As a further description of the above technical solution, the front drive axle and the rear drive axle are configured with a speed ratio of 30.3.

[0011] As a further description of the above technical solution, the front drive axle and the rear drive axle are configured with safety brakes with spring brakes hydraulically released.

[0012] An articulated mining truck transmission system includes the articulated mining truck transmission mechanism described in any one of the above, and further includes: a torque converter oil temperature sensor, a gearbox pressure sensor, a fault diagnosis display, a gearbox controller, a gearbox output speed sensor, a lock solenoid valve, a shift solenoid valve, and an emergency travel module. The gearbox controller is electrically connected to the torque converter oil temperature sensor, the gearbox pressure sensor, the fault diagnosis display, the gearbox output speed sensor, the lock solenoid valve, and the shift solenoid valve.

[0013] As a further description of the above technical solution, the gearbox pressure sensor is arranged on the gearbox, and the torque converter oil temperature sensor is arranged on the torque converter. When the gearbox pressure is lower than the set value or the torque converter oil temperature is higher than the set value, the gearbox controller controls the gearbox to enter the neutral protection state.

[0014] As a further description of the above technical solution, the gearbox controller is arranged on the gearbox. The gearbox controller detects the load change through the gearbox output speed sensor and adapts to the working conditions for automatic shifting;

[0015] The shift solenoid valve is arranged on the gearbox. The shift solenoid valve receives the shift signal from the gearbox controller and switches different gears through different logic combinations.

[0016] As a further description of the above technical solution, the lock solenoid valve is arranged on the gearbox. The lock solenoid valve automatically locks based on the gear through the gearbox controller collecting the speed change detected by the gearbox output speed sensor.

[0017] As a further description of the above technical solution, the emergency travel module is electrically connected to the gearbox controller and the shift solenoid valve. After the emergency travel module detects a fault in the gearbox controller, the emergency travel module controls the shift solenoid valve to switch to the first gear.

[0018] The beneficial effects of the present utility model are as follows:

[0019] 1. In this utility model, the gearbox integrates a shift solenoid valve and a lockup solenoid valve, reducing complex pipeline connections and the difficulty of overall machine layout, making the shift speed curve smooth. Moreover, the gearbox and the torque converter are enhanced with a lockup function, establishing a rigid connection between the engine and the gearbox, taking into account the requirements of vehicle driving speed and traction working conditions, enabling automatic shifting according to load changes, and reducing the driver's operation intensity.

[0020] 2. In this utility model, the independent retarder is installed in the middle of the drive shaft and is not directly connected to either the gearbox or the drive axle, providing a high degree of freedom in layout and installation. It can be adapted to a variety of gearboxes, increasing the auxiliary braking ability under long-distance downhill working conditions. It can continuously reduce or maintain a stable vehicle speed and relieve the load on the service brake, avoiding the problem of overheating of the transmission oil and hydraulic oil caused by long-term use of the braking system and ensuring driving safety.

[0021] 3. In this utility model, by monitoring the vehicle operation data through sensors, safety measures such as downshift protection of the automatic shift controller, external oil temperature protection of the torque converter, and gearbox pressure protection are realized, effectively extending the service life of the drive system.

[0022] To more clearly elaborate on the structural features and functions of this utility model, the following will detail this utility model in combination with the attached drawings and specific embodiments. Description of the Drawings

[0023] Figure 1 is the front view of the articulated dump truck drive mechanism provided by the embodiment of this utility model;

[0024] Figure 2 is the top view of the articulated dump truck drive mechanism provided by the embodiment of this utility model;

[0025] Figure 3 is the schematic diagram of the articulated dump truck drive system provided by the embodiment of this utility model.

[0026] Reference Numerals:

[0027] 1. Engine; 2. Torque converter; 3. Front drive axle; 4. Gearbox; 5. Drive shaft; 6. Retarder; 7. Rear drive axle; 8. Torque converter oil temperature sensor; 9. Gearbox pressure sensor; 10. Fault diagnosis display; 11. Gearbox controller; 12. Gearbox output speed sensor; 13. Lockup solenoid valve; 14. Shift solenoid valve; 15. Emergency travel module. Detailed Embodiments

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the following will clearly and completely describe the technical solutions in the embodiments of this utility model in combination with the attached drawings in the embodiments of this utility model.

[0029] As shown Figure 1 - Figure 2 In one embodiment, an articulated mining truck transmission mechanism includes: an engine 1, a torque converter 2, a front drive axle 3, a gearbox 4, a drive shaft 5, a retarder 6, and a rear drive axle 7.

[0030] Among them, the output end of the engine 1 is in transmission connection with the torque converter 2, one end of the gearbox 4 is in transmission connection with the torque converter 2 through the drive shaft 5, and the other end of the gearbox 4 is in transmission connection with the front drive axle 3 and the rear drive axle 7 respectively through the drive shaft 5; in addition, a retarder 6 is also connected between the gearbox 4 and the rear drive axle 7 through the drive shaft 5.

[0031] Please continue to refer to Figure 1 - Figure 2 , in this application, the output power of the engine 1 is increased in torque by the torque converter 2 and then transmitted to the gearbox 4 through the drive shaft 5. Subsequently, the gearbox 4 transmits the power to the front drive axle 3 and the rear drive axle 7 according to the gear selection. The hydraulic retarder 6 on the transmission chain of the rear output of the gearbox 4 to the rear drive axle 7 plays a role in reducing the vehicle driving speed.

[0032] Exemplarily, the model of the torque converter 2 is CL9000, and the torque increase offset ratio is 1.118. Considering the speed ratios of each gear of the gearbox 4 and the axle speed ratio comprehensively, it can meet the requirements of large traction force in low-speed gears and high driving speed in high-speed gears; at the same time, the torque converter 2 is also configured with a locking function to improve the efficiency of the torque converter 2 under high transmission ratio working conditions. On good roads, the locking function makes the input and output shafts of the transmission become rigidly connected, which can effectively improve the driving speed and fuel economy.

[0033] Exemplarily, the gear configuration of the gearbox 4 is 8 forward and 4 reverse; the speed ratio in the 1st gear is 4.1, which meets the requirements of low-speed heavy load or climbing conditions, and the speed ratio in the 8th gear is 0.54, which meets the requirements of no-load high-speed operation conditions.

[0034] Exemplarily, the front drive axle 3 and the rear drive axle 7 adopt DANA 53R axles with a load-bearing capacity of 50T, and the configured speed ratio is 30.3; in addition, the front drive axle 3 and the rear drive axle 7 are configured with safety brakes with spring brakes hydraulically released, so that the braking torque and load-bearing capacity are better than those of axles without safety brakes.

[0035] Furthermore, the independent hydraulic retarder 6 is installed in the middle of the girder and is not directly connected to the gearbox 4 and the drive axle. When applied to large-tonnage mining trucks, the layout and installation freedom are relatively high, and it can be adapted to various models of gearboxes 4. In the long-distance downhill working condition, it can effectively increase the auxiliary braking ability, continuously reduce or maintain a stable vehicle speed, and reduce or relieve the load of the service brake, avoiding the problem of overheating of the transmission oil and hydraulic oil caused by long-term use of the braking system and ensuring driving safety.

[0036] Table 1 - Power Matching Calculation and Matching Comparison Table of the Articulated Dump Truck Transmission Mechanism

[0037]

[0038] Exemplarily, after power matching calculation, a CL9000 torque converter 2, an 8821 transmission 4, and a 53R axle can be adopted. The tractive force of the whole vehicle can reach 330 kN, and the maximum speed can reach 32 km / h, with better performance than other configurations.

[0039] As Figure 3 shown, in another embodiment, an articulated dump truck transmission system includes the articulated dump truck transmission mechanism in the above embodiment, and further includes: a torque converter oil temperature sensor 8, a transmission pressure sensor 9, a fault diagnosis display 10, a transmission controller 11, a transmission output speed sensor 12, a lock-up solenoid valve 13, a shift solenoid valve 14, and an emergency travel module 15.

[0040] Among them, the transmission controller 11 is electrically connected to the torque converter oil temperature sensor 8, the transmission pressure sensor 9, the fault diagnosis display 10, the transmission output speed sensor 12, the lock-up solenoid valve 13, and the shift solenoid valve 14.

[0041] Specifically, the TCU transmission controller 11 communicates with the vehicle controller and the engine 1 through the CAN bus protocol, receives communication signals such as the vehicle's parking brake signal and the driver's presence signal, and provides safety protection for the vehicle and the driver.

[0042] In addition, the TCU transmission controller 11 is also equipped with a fault diagnosis display 10 of model RD120, which can display the operating parameters of the transmission system such as the 4th gear of the transmission, the engine 1 speed, the 4th oil pressure of the transmission, and the oil temperature of the torque converter 2; at the same time, the RD120 fault diagnosis display 10 can display the fault codes of the transmission system in real time, and maintenance personnel can find solutions according to the displayed fault codes, which is convenient for fault judgment.

[0043] Further, the transmission pressure sensor 9 is set on the transmission 4, and the torque converter oil temperature sensor 8 is set on the torque converter 2, which can monitor the operating parameters of the transmission system in real time; when the pressure of the transmission 4 is lower than the set value or the oil temperature of the torque converter 2 is higher than the set value, the transmission controller 11 controls the transmission 4 to enter the neutral protection state.

[0044] Exemplarily, when the oil temperature of the torque converter 2 is higher than 120 °C, the transmission 4 will enter the neutral protection to prevent the transmission 4 from being damaged due to high temperature; when the pressure of the transmission 4 is lower than 12 bar, the transmission 4 will also enter the neutral protection to avoid transmission 4 failures caused by insufficient clutch pressure and insufficient lubrication.

[0045] Further, the transmission controller 11 is arranged on the transmission 4. The transmission controller 11 detects the load change through the transmission output speed sensor 12 and adapts to the working conditions to perform automatic shifting; the shift solenoid valve 14 is arranged on the transmission 4. The shift solenoid valve 14 receives the shifting signal from the transmission controller 11 and switches different gears through different logic combinations.

[0046] Further, the lock-up solenoid valve 13 is arranged on the transmission 4. The lock-up solenoid valve 13 collects the speed change detected by the transmission output speed sensor 12 through the transmission controller 11 and performs automatic locking based on the gear position.

[0047] Exemplarily, the lock-up control of the transmission 4 is realized by the TCU transmission controller 11 collecting operation parameters such as the current engine 1 speed and output speed and then comprehensively calculating to realize the automatic lock-up of the transmission 4; considering the unnecessary of low-speed lock-up, the lock-up function of the transmission 4 in low operating gears (such as gears 1-3) is cancelled through the CAN communication protocol.

[0048] Further, the emergency running module 15 is electrically connected to the transmission controller 11 and the shift solenoid valve 14. When the emergency running module 15 detects a failure of the transmission controller 11 and the failure cannot be eliminated in a short time and there are failures such as controller bus failure, etc., the shift solenoid valve 14 can be controlled by the emergency running module 15 to switch to the first gear, so that the vehicle can move slowly to a safe point for subsequent inspection and repair.

[0049] Please continue to refer to Figure 3 , in the present application, the shifting of the transmission 4 is controlled by the TCU transmission controller 11 through the J1939 communication protocol. The automatic shifting is realized by detecting the load change through the transmission output speed sensor 12. After the shift solenoid valve 14 located on the transmission 4 receives the command from the TCU transmission controller 11, different logic combinations of the shift solenoid valve 14 realize the automatic switching of different gears;

[0050] The transmission 4 integrates the shift solenoid valve 14 and the lock-up solenoid valve 13, reducing the complex pipeline connection and the difficulty of the whole machine layout, making the shift speed curve smooth, and the transmission 4 and the torque converter 2 are added with a lock-up function, establishing a rigid connection between the engine 1 and the transmission 4, taking into account the vehicle driving speed and the traction working condition requirements, and can realize automatic shifting according to the load change, reducing the driver's operation intensity;

[0051] By monitoring the vehicle operation data through sensors, safety measures such as downshift protection of the automatic shift controller, external oil temperature protection of the torque converter 2, and pressure protection of the transmission 4 are realized, effectively extending the service life of the transmission system.

[0052] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present utility model. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present utility model. Therefore, the present utility model will not be limited to the embodiments shown herein, but rather will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An articulated mining truck transmission mechanism, characterized in that, Including: An engine (1) and a gearbox (4), the output end of the engine (1) is drivingly connected to a torque converter (2); One end of the gearbox (4) is drivingly connected to the torque converter (2) through a transmission shaft (5), and the other end of the gearbox (4) is drivingly connected to a front drive axle (3) and a rear drive axle (7) through the transmission shaft (5); A retarder (6) is connected between the gearbox (4) and the rear drive axle (7) through a transmission shaft (5).

2. The articulated dump truck transmission mechanism according to claim 1, wherein The torque increase bias ratio of the torque converter (2) is 1.118, and the torque converter (2) is configured with a lock-up function.

3. The articulated dump truck transmission mechanism according to claim 1, wherein The gearbox (4) is configured with 8 forward gears and 4 reverse gears. The speed ratio of the first gear is 4.1, and the speed ratio of the eighth gear is 0.

54.

4. The articulated dump truck transmission mechanism according to claim 1, characterized in that, The front drive axle (3) and the rear drive axle (7) are configured with a speed ratio of 30.

3.

5. The articulated mining truck transmission mechanism according to claim 1, wherein, The front drive axle (3) and the rear drive axle (7) are configured with safety brakes with spring brakes hydraulically released.

6. An articulated dump truck transmission system, comprising the articulated dump truck transmission mechanism according to any one of claims 1-5, characterized in that, Also including: A torque converter oil temperature sensor (8), a gearbox pressure sensor (9), a fault diagnosis display (10), a gearbox controller (11), a gearbox output speed sensor (12), a lock-up solenoid valve (13), a shift solenoid valve (14), and an emergency running module (15). The gearbox controller (11) is electrically connected to the torque converter oil temperature sensor (8), the gearbox pressure sensor (9), the fault diagnosis display (10), the gearbox output speed sensor (12), the lock-up solenoid valve (13), and the shift solenoid valve (14).

7. The articulated mining truck drive system according to claim 6, wherein, The gearbox pressure sensor (9) is arranged on the gearbox (4), and the torque converter oil temperature sensor (8) is arranged on the torque converter (2). When the pressure of the gearbox (4) is lower than the set value or the oil temperature of the torque converter (2) is higher than the set value, the gearbox controller (11) controls the gearbox (4) to enter the neutral protection state.

8. The articulated dump truck transmission system according to claim 6, characterized in that, The gearbox controller (11) is arranged on the gearbox (4). The gearbox controller (11) automatically shifts gears by detecting the load change and adapting to the working conditions through the gearbox output speed sensor (12); The shift solenoid valve (14) is arranged on the gearbox (4). The shift solenoid valve (14) receives the shift signal from the gearbox controller (11) and switches to different gears through different logical combinations.

9. The articulated dump truck drive system according to claim 6, wherein, The lock-up solenoid valve (13) is arranged on the gearbox (4). The lock-up solenoid valve (13) automatically locks up based on the gear position by collecting the speed change detected by the gearbox output speed sensor (12) through the gearbox controller (11).

10. The articulated mining truck transmission system according to claim 6, characterized in that, The emergency running module (15) is electrically connected to the gearbox controller (11) and the shift solenoid valve (14). After the emergency running module (15) detects a fault in the gearbox controller (11), the emergency running module (15) controls the shift solenoid valve (14) to switch to the first gear.

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