Multi-gear wheel edge driving assembly of mining vehicle

Abstract

A mining vehicle multi-gear wheel-side driving assembly comprises a gearbox and a planet row, and is characterized in that the gearbox comprises four motors, two sets of front speed changing assemblies with the two-gear speed changing function, two sets of rear speed changing assemblies with the two-gear speed changing function and an output shaft, one set of front speed changing assembly is connected with the two motors, and the other set of rear speed changing assembly is connected with the planet row. The other set of front speed change assembly is connected with the other two motors, the output end of each set of front speed change assembly is connected with one set of rear speed change assembly, the two sets of rear speed change assemblies are meshed with the output shaft, the output shaft is coaxially connected with a sun gear of the planet row, a planet carrier of the planet row is fixed to a shell of the gearbox, and a gear ring is fixed to a driving wheel of the mining vehicle. According to the utility model, the adaptability to complex terrains is improved, the power requirements of various working conditions are considered, the risk of power interruption is avoided, the gear shifting flexibility is improved, and the safety of continuous operation of a vehicle under a heavy load working condition is improved.

Description

Technical Field

[0001] This utility model relates to a multi-gear wheel-side drive assembly for mining vehicles, belonging to the field of wheel-side drive technology for mining vehicles. Background Technology

[0002] Pure electric mining dump trucks offer unparalleled advantages over traditional dump trucks, including high energy efficiency, lower exhaust emissions, flexible operation, high instantaneous torque, and low transportation and maintenance costs. This is of significant practical importance in promoting the development of open-pit mine transport vehicles towards high efficiency, energy conservation, and environmental friendliness. The complex operating conditions of mining dump trucks, such as extreme heavy loads, frequent starts and stops, and braking on long slopes, place stringent demands on the power transmission system. It must withstand extremely high torque while ensuring high reliability and energy feedback efficiency. Current mining vehicle drive systems generally employ central drive systems and wheel-side drive systems. Central drive systems, limited by the transmission chain capacity, cannot meet the torque requirements of large-tonnage mining dump trucks. Power is transmitted to the wheel ends via the differential to the half-shafts. However, heavy trucks have high power and climbing requirements, and mechanical differentials cannot independently distribute torque to the left and right wheels, affecting the vehicle's passability, reducing overall safety, and hindering the improvement of overall handling stability. Compared to a central drive system, a wheel-side drive system can fully leverage its own configuration advantages and the control function of the overall controller to achieve a wide range of power torque distribution without additional energy consumption. The drive torque of each drive wheel can be individually controlled and actively adjusted according to the operating status of the mining vehicle and road conditions, forming an electronic differential. This makes it easier to improve the overall traction performance and operational adaptability. However, in a single-motor wheel-side drive, the single motor needs to consider too many working conditions. A single motor drive cannot meet the high torque power output requirements under heavy loads. It is necessary to use a single high-torque, low-speed drive motor, combined with a fixed-ratio reduction gear. This will lead to problems such as large weight, high manufacturing cost, and insufficient power performance at medium and high speeds. On the other hand, the power confluence structure of a multi-motor wheel-side drive is complex, and all drive motors are matched with reduction gears. The motor and reduction gearbox are integrated to the wheel end, resulting in low system matching adaptability and a relatively simple working mode. It is impossible to achieve the best match between the overall vehicle power and economy. If a multi-speed AMT is used to replace the reduction gear, although the power performance of the vehicle at medium and high speeds is improved, it will still cause power interruption due to frequent gear shifting and reduce comfort. Utility Model Content

[0003] The multi-gear wheel-side drive assembly for mining vehicles provided by this utility model improves adaptability to complex terrain, and also takes into account the power requirements of various working conditions, achieving the best match between the vehicle's power and economy, ensuring the continuity of power during gear shifting, avoiding the risk of power interruption, improving gear shifting smoothness, and enhancing the safety of continuous vehicle operation under heavy load conditions.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0005] A multi-speed wheel-side drive assembly for mining vehicles, comprising a gearbox and a planetary gear set, characterized in that: the gearbox includes four motors, two sets of front gearboxes with two-speed shifting functions, two sets of rear gearboxes with two-speed shifting functions, and an output shaft; one set of front gearboxes is connected to two motors respectively, and the other set of front gearboxes is connected to two other motors respectively; the output end of each set of front gearboxes is connected to a set of rear gearboxes; both sets of rear gearboxes are engaged with the output shaft; the output shaft is coaxially connected to the sun gear of the planetary gear set; the planet carrier of the planetary gear set is fixed to the gearbox housing; and the ring gear is fixed to the drive wheel of the mining vehicle.

[0006] Preferably, each motor is connected to an input shaft, and a first front drive gear and a second front drive gear are fixed on the input shaft. The front transmission assembly includes a constant meshing shaft, a front shift gear coaxially fixed on the constant meshing shaft, a front shift sleeve axially slidable on the front shift gear, a first front driven gear rotatably mounted on the constant meshing shaft and meshing with the first front drive gear, and a second front driven gear rotatably mounted on the constant meshing shaft and meshing with the second front drive gear. The front shift gear is located between the first front driven gear and the second front driven gear. The front shift sleeve moves to the left to engage with the first front driven gear and moves to the right to engage with the second front driven gear. The outer diameter of the first front driven gear is larger than the outer diameter of the second front driven gear. The rear transmission assembly is connected to the constant meshing shaft.

[0007] Preferably, the rear transmission assembly includes an intermediate shaft coaxially fixed to the constant meshing shaft, a rear shift gear fixed on the intermediate shaft, a rear shift sleeve axially slidable on the rear shift gear, and a first rear drive gear and a second rear drive gear rotatably mounted on the intermediate shaft. The rear shift gear is located between the first and second rear drive gears. The rear shift sleeve moves to the right to engage with the first rear drive gear and moves to the left to engage with the second rear drive gear. The outer diameter of the first rear drive gear is smaller than the outer diameter of the second rear drive gear.

[0008] Preferably, a rear driven gear one that meshes with a rear driving gear one and a rear driven gear two that meshes with a rear driving gear two are coaxially fixed on the output shaft.

[0009] Preferably, the input shafts of the four motors are arranged in parallel sequence, and the two sets of rear transmission components are symmetrically arranged on both sides of the output shaft.

[0010] Preferably, planetary gear one, which meshes with the sun gear, and planetary gear two, which meshes with the ring gear, are fixed on the planetary gear shaft of the planetary carrier, and the outer diameter of planetary gear one is larger than the outer diameter of planetary gear two.

[0011] Preferably, the gear ring is supported outside the gearbox housing by bearings.

[0012] The beneficial effects of the utility model are:

[0013] This utility model discloses a multi-gear wheel-side drive assembly for mining vehicles. The front transmission unit couples the power of two motors and transmits two different power levels to the rear transmission unit via a two-gear shifting function. The rear transmission unit then transmits the two different power levels to the output shaft via a two-gear shifting function. The output shaft couples the output power of the two rear transmission units and transmits it to the planetary gear set. After being reduced in speed by the planetary gear set, the power is transmitted to the drive wheels to drive the mining vehicle. Both the front and rear transmission units have a two-gear shifting function, and both are engaged at low speed. When the first gear is engaged, the power transmitted to the output shaft is reduced by the planetary gear set to form a high-torque, low-speed first gear, suitable for heavy-load uphill or muddy conditions in mining vehicles. When the first gear is engaged in a low gear and the second gear is engaged in a high gear, the power transmitted to the output shaft is reduced by the planetary gear set to form a second gear, with less torque and higher speed than the first gear, suitable for heavy-load flat-road conditions in mining vehicles. When the first gear is engaged in a high gear and the second gear is engaged in a low gear, the power transmitted to the output shaft is reduced by the planetary gear set to form a second gear, with less torque and higher speed than the second gear. The system offers three-speed power, suitable for light-load uphill driving conditions in mining vehicles. When both the transmission and rear transmission are in high gear, the power transmitted to the output shaft is reduced by the planetary gear set to form a fourth-speed power with torque less than the third-speed power and speed higher than the third-speed power, suitable for light-load flat-road driving conditions in mining vehicles. Alternatively, depending on the vehicle's load requirements, two motors can be used to drive the front transmission under high load, while a single motor can be used under low load, allowing the motors to operate in their high-efficiency range. Combining the motor's high-efficiency range with dynamic distribution, the driving torque of each drive wheel can be adjusted accordingly. The operating status and road conditions of mining vehicles are individually controlled and actively adjusted, which not only improves adaptability to complex terrain, but also takes into account the power requirements of various working conditions, achieving the best match between the vehicle's power and economy. Both the front and rear transmission components are in pairs. When one set is shifting gears, the other set keeps the current gear unchanged, ensuring the continuity of power during gear shifting, avoiding the risk of power interruption, and reducing the power shock caused by the simultaneous shifting of the two sets of front transmission components or the two sets of rear transmission components, improving shift smoothness, and enhancing the safety of continuous vehicle operation under heavy load conditions. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the transmission of the multi-gear wheel-side drive assembly for mining vehicles according to this utility model.

[0015] Figure 2 A schematic diagram of the transmission of a multi-gear wheel-side drive assembly for a mining vehicle when forming a first-gear power.

[0016] Figure 3 A schematic diagram of the transmission of the multi-gear wheel-side drive assembly of a mining vehicle when forming a second-gear power.

[0017] Figure 4A schematic diagram of the transmission of a multi-gear wheel-side drive assembly for mining vehicles when forming a three-gear power system.

[0018] Figure 5 A schematic diagram of the transmission of a multi-gear wheel-side drive assembly for mining vehicles when four-gear power is achieved. Detailed Implementation

[0019] The following is combined with Figures 1-5 The embodiments of this utility model will be described in detail below.

[0020] A multi-speed wheel-side drive assembly for mining vehicles, comprising a gearbox and a planetary gear set 5, characterized in that: the gearbox comprises four motors 1, two sets of front transmission components 2 with two-speed shifting function, two sets of rear transmission components 3 with two-speed shifting function, and an output shaft 4; one set of front transmission components 2 is connected to two motors 1 respectively, and another set of front transmission components 2 is connected to two other motors 1 respectively; the output end of each set of front transmission components 2 is connected to a set of rear transmission components 3; both sets of rear transmission components 3 are engaged with the output shaft 4; the output shaft 4 is coaxially connected to the sun gear 6 of the planetary gear set 5; the planet carrier 7 of the planetary gear set is fixed to the gearbox housing; and the ring gear 8 is fixed to the drive wheel 100 of the mining vehicle.

[0021] The multi-gear wheel-side drive assembly for mining vehicles described above includes a front transmission assembly 2 that couples the power of two motors 1 and transmits two different speeds to the rear transmission assembly 3 via a two-gear shift function. The rear transmission assembly 3 then transmits the two different speeds to the output shaft 4 via the same two-gear shift function. The output shaft 4 couples the output power of the two rear transmission assemblies 3 and transmits it to the planetary gear set 5. After being reduced in speed by the planetary gear set 5, the power is transmitted to the drive wheels 100 to drive the mining vehicle. Both the front transmission assembly 2 and the rear transmission assembly 3 have a two-gear shift function. When all three gear components are in low gear, the power transmitted to the output shaft 4 is reduced by the planetary gear set 5 to form a high-torque, low-speed first gear, suitable for heavy-load uphill or muddy conditions in mining vehicles. When the current transmission component 2 is in low gear and the subsequent transmission component 3 is in high gear, the power transmitted to the output shaft 4 is reduced by the planetary gear set 5 to form a second gear with less torque than the first gear and higher speed, suitable for heavy-load flat-road conditions in mining vehicles. When the current transmission component 2 is in high gear and the subsequent transmission component 3 is in low gear, the power transmitted to the output shaft 4 is reduced by the planetary gear set 5 to form a second gear with less torque than the second gear and higher speed. The third gear, with a speed higher than the second gear, is suitable for light-load uphill driving conditions in mining vehicles. When both the transmission assembly 2 and the rear transmission assembly 3 are in high gear, the power transmitted to the output shaft 4 is reduced by the planetary gear set 5 to form a fourth gear with torque less than the third gear but a speed higher than the third gear, suitable for light-load flat road driving conditions in mining vehicles. Alternatively, depending on the vehicle's load requirements, two motors can be used to drive the front transmission assembly 2 under high load, and a single motor can be used under low load, allowing the motors to operate in their high-efficiency range. Combining the motor's high-efficiency range with dynamic distribution, the drive speed of each drive wheel... The torque can be individually controlled and actively adjusted according to the operating status and road conditions of the mining vehicle. This not only improves the adaptability to complex terrain, but also takes into account the power requirements of various working conditions, achieving the best match between the vehicle's power and economy. Both the front transmission component 2 and the rear transmission component 3 are in pairs. When one group shifts gears, the other group keeps the current gear unchanged, ensuring the continuity of power during gear shifts, avoiding the risk of power interruption, and reducing the power shock caused by the synchronous shifting of the two front transmission components 2 or the two rear transmission components 3. This improves the smoothness of gear shifting and enhances the safety of continuous vehicle operation under heavy load conditions.

[0022] The motor 1 is connected to an input shaft 9, and a front drive gear 10 and a front drive gear 2 11 are fixed on the input shaft 9. The front transmission assembly 2 includes a constant meshing shaft 12, a front shift gear 13 coaxially fixed on the constant meshing shaft 12, a front shift sleeve 14 axially slidably mounted on the front shift gear 13, a front driven gear 15 rotatably mounted on the constant meshing shaft 12 and meshing with the front drive gear 10, and a front driven gear 2 16 rotatably mounted on the constant meshing shaft 12 and meshing with the front drive gear 2 13. The front shift gear 13 is located between the front driven gear 15 and the front driven gear 2 16. The front shift sleeve 14 moves to the left to engage with the front driven gear 15 and moves to the right to engage with the front driven gear 2 16. The outer diameter of the front driven gear 15 is larger than the outer diameter of the front driven gear 2 16. The rear transmission assembly 3 is connected to the constant meshing shaft 12. Motor 1 drives input shaft 9, front drive gear 10 and front drive gear 2 11 to rotate. Front drive gear 10 drives front driven gear 15 to rotate, and front drive gear 2 13 drives front driven gear 2 16. In the initial state, front shift sleeve 14 is in the neutral position between front driven gear 15 and front driven gear 2 16, and is not engaged with either of them. When front shift sleeve 14 moves to the left to engage with front driven gear 15 or moves to the right to engage with front driven gear 2 16, front driven gear 15 or front driven gear 2 16 will drive the constant mesh shaft 12 to rotate, transmitting power to the rear transmission assembly 3, forming a transmission from the front transmission assembly 2 to the rear transmission assembly 3. The front transmission assembly 2 engages with front driven gear 15 or front driven gear 2 16 through front shift sleeve 14, which can form two gears with different speeds and torques to transmit power to the rear transmission assembly 3.

[0023] The rear transmission assembly 3 includes an intermediate shaft 17 coaxially fixed to the constant meshing shaft 12, a rear shift gear 18 fixed on the intermediate shaft 17, a rear shift sleeve 19 axially slidably mounted on the rear shift gear 18, and a rear drive gear 20 and a rear drive gear 21 rotatably mounted on the intermediate shaft 17. The rear shift gear 18 is located between the drive gear 20 and the rear drive gear 21. The rear shift sleeve 19 moves to the right to engage with the rear drive gear 20 and moves to the left to engage with the rear drive gear 21. The outer diameter of the rear drive gear 20 is smaller than the outer diameter of the rear drive gear 21. The constant meshing shaft 12 drives the intermediate shaft 17, the rear shift gear 18, and the rear shift sleeve 19 to rotate synchronously. In the initial state, the rear shift sleeve 19 is in the neutral position between the rear drive gear 1 20 and the rear drive gear 21, and is not engaged with either of them. When the rear shift sleeve 19 moves to the right and engages with the rear drive gear 1 20 or moves to the left and engages with the rear drive gear 21, the rear drive gear 1 20 or the rear drive gear 21 will drive the output shaft to rotate, which can form two gears with different speeds and torques to transmit power to the output shaft 4.

[0024] Specifically, a rear driven gear 22, which meshes with a rear driving gear 20, and a rear driven gear 23, which meshes with a rear driving gear 21, are coaxially fixed on the output shaft 4. When the rear driving gear 20 engages with the rear shift sleeve 19, the rear driving gear 20 drives the rear driven gear 22 and the output shaft 4 to rotate. When the rear driving gear 21 engages with the rear shift sleeve 19, the rear driving gear 21 drives the rear driven gear 23 and the output shaft 4 to rotate. The rear driving gears 20 or 21 on both sets of rear transmission components 3 together drive the output shaft 4 to rotate, forming a coupling of the output power of the two sets of rear transmission components 3 on the output shaft 4.

[0025] The input shafts 9 of the four motors 1 are arranged in parallel sequence, and the two sets of rear transmission assemblies 3 are symmetrically arranged on both sides of the output shaft 4. The constant meshing shaft 12 in the front transmission assembly 2 is coaxially fixed to the intermediate shaft 17 in the rear transmission assembly 3, so that both sets of front transmission assemblies 2 and both sets of rear transmission assemblies 3 are symmetrically arranged on both sides of the output shaft 4, reducing the axial dimension of the gearbox. The output shaft 4 is coaxially connected to the sun gear of the planetary gearbox 5, so that the planetary gearbox 5 and the gearbox are coaxially arranged, making the entire wheel-side drive assembly form a rotating structure coaxially aligned with the drive wheel 100, improving the stability of the wheel-side drive assembly during wheel operation.

[0026] In this configuration, planetary gear 71, which meshes with the sun gear 6, and planetary gear 72, which meshes with the ring gear 8, are fixed on the planetary gear shaft of the planetary carrier 7. The outer diameter of planetary gear 71 is larger than that of planetary gear 72. By meshing with the sun gear, planetary gear 71 rotates synchronously with the sun gear 71, thereby driving the planetary gear shaft on the planetary carrier 7 to rotate, causing planetary gear 72 to rotate synchronously. Planetary gear 72 drives the ring gear 8 to rotate, which in turn drives the drive wheel 100 to rotate synchronously. The arrangement of planetary gear 71 and planetary gear 72 allows the planetary gear set to use the ring gear 8 as the power output end, and it can effectively increase the speed ratio of the planetary gear set 5, improve the reduction and torque increase characteristics, and adapt to the high torque drive requirements under heavy load conditions.

[0027] The gear ring 8 is supported outside the gearbox housing by bearings, which improves the support reliability and stability of the gear ring 8, forms a wheel-side drive assembly that is coaxially aligned with the wheel, effectively reduces the axial dimension of the wheel-side drive assembly, and reduces the volume of the entire wheel-side drive assembly by utilizing the compact structure of the planetary gear set, thus reducing the requirements of the wheel-side drive assembly for wheel-side installation space.

[0028] The shifting drive method of the multi-gear wheel-side drive assembly for mining vehicles described above

[0029] Set the gears of the front transmission assembly 2 to the front low gear and the front high gear, and set the gears of the rear transmission assembly to the rear low gear and the rear high gear; the initial state of the front transmission assembly 2 is in the neutral position between the front low gear and the front high gear, and the initial state of the rear transmission assembly 3 is in the neutral position between the rear low gear and the rear high gear.

[0030] When the current transmission component 2 is engaged in the front low gear and the rear transmission component 3 is engaged in the rear low gear, the multi-gear wheel-side drive assembly of the mining vehicle outputs first gear power, which is suitable for heavy-load uphill or muddy working conditions of mining vehicles.

[0031] When the current transmission component 2 is engaged in the front low gear and the rear transmission component 3 is engaged in the rear high gear, the multi-gear wheel-side drive assembly of the mining vehicle outputs second-gear power. The torque of the second-gear power is less than that of the first-gear power and the speed is higher than that of the first-gear power, which is suitable for the heavy-load flat road working conditions of the mining vehicle.

[0032] When the current transmission component 2 is engaged in the front high gear and the rear transmission component 3 is engaged in the rear low gear, the multi-gear wheel-side drive assembly of the mining vehicle outputs three-gear power. The torque of the third-gear power is less than that of the second-gear power and the speed is higher than that of the second-gear power, which is suitable for the light-load uphill working conditions of the mining vehicle.

[0033] When the current transmission component 2 is engaged in the front high gear and the rear transmission component 3 is engaged in the rear high gear, the multi-gear wheel-side drive assembly of the mining vehicle outputs fourth-gear power. The torque of the fourth-gear power is less than that of the third-gear power and the speed is higher than that of the third-gear power, which is suitable for the light-load flat road working conditions of the mining vehicle.

[0034] "Front transmission assembly 2 engaging a front low gear" means that the front shift sleeve 14 moves to the left and engages with the front driven gear 15. "Front transmission assembly 2 engaging a front high gear" means that the front shift sleeve 14 moves to the right and engages with the front driven gear 16. "Rear transmission assembly 3 engaging a rear low gear" means that the rear shift sleeve 19 moves to the right and engages with the rear drive gear 20. "Rear transmission assembly engaging a rear high gear" means that the rear shift sleeve 19 moves to the right and engages with the rear drive gear 21. In the initial state, the front shift sleeve 14 is in the neutral position between the first front driven gear 15 and the second front driven gear 16, and is not engaged with either of them. When the front shift sleeve 14 moves to the left to engage with the first front driven gear 15 or moves to the right to engage with the second front driven gear 16, the first front driven gear 15 or the second front driven gear 16 will drive the constant mesh shaft 12 to rotate, transmitting power to the rear transmission assembly 3, forming a transmission from the front transmission assembly 2 to the rear transmission assembly 3. The front transmission assembly 2 engages with the first front driven gear 15 or the second front driven gear 16 through the front shift sleeve 14, which can form two gears with different speeds and torques to transmit power to the rear transmission assembly 3. In the initial state, the rear shift sleeve 19 is in the neutral position between the rear drive gear 1 20 and the rear drive gear 21, and is not engaged with either of them. When the rear drive gear 1 20 engages with the rear shift sleeve 19, the rear drive gear 1 20 drives the rear driven gear 1 22 and the output shaft 4 to rotate. When the rear drive gear 21 engages with the rear shift sleeve 19, the rear drive gear 21 drives the rear driven gear 23 and the output shaft 4 to rotate, forming two power transmission output shafts 4 with different speeds and torques. The rear drive gear 1 20 or the rear drive gear 21 on the two sets of rear transmission components 3 together drive the output shaft 4 to rotate, forming the coupling of the output power of the two sets of rear transmission components 3 on the output shaft 4.

[0035] The technical solutions of the embodiments of this utility model have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

Claims

1. A multi-ratio wheel drive assembly for a mining vehicle comprising a transmission and a planetary gear set, characterised in that: The gearbox comprises four motors, two groups of front gear shifting assemblies with two-gear shifting function, two groups of rear gear shifting assemblies with two-gear shifting function and an output shaft, one group of front gear shifting assemblies is connected with two motors respectively, the other group of front gear shifting assemblies is connected with the other two motors respectively, the output ends of each group of front gear shifting assemblies are connected with one group of rear gear shifting assemblies, the two groups of rear gear shifting assemblies are engaged with the output shaft, the output shaft is coaxially connected with the sun gear of the planetary gear set, the planetary carrier of the planetary gear set is fixed with the housing of the gearbox, and the ring gear is fixed with the driving wheel of the mining vehicle.

2. The mining vehicle multi-range wheel drive assembly of claim 1, wherein: The input shaft is connected with the motor, the front driving gear one and the front driving gear two are fixed on the input shaft, the front gear shifting assembly comprises a constant engagement shaft, a front gear shifting gear coaxially fixed on the constant engagement shaft, a front gear shifting sleeve axially slidably assembled on the front gear shifting gear, a front driven gear one rotatably assembled on the constant engagement shaft and engaged with the front driving gear one, and a front driven gear two rotatably assembled on the constant engagement shaft and engaged with the front driving gear two, the front gear shifting gear is located between the front driven gear one and the front driven gear two, the front gear shifting sleeve is combined with the front driven gear one when moving to the left and combined with the front driven gear two when moving to the right, the outer diameter of the front driven gear one is larger than that of the front driven gear two, and the rear gear shifting assembly is connected with the constant engagement shaft.

3. The mining vehicle multi-range wheel drive assembly of claim 2, characterized by: The rear gear shifting assembly comprises an intermediate shaft coaxially fixed with the constant engagement shaft, a rear gear shifting gear fixed on the intermediate shaft, a rear gear shifting sleeve axially slidably assembled on the rear gear shifting gear, a rear driving gear one and a rear driving gear two rotatably assembled on the intermediate shaft respectively, the rear gear shifting gear is located between the driving gear one and the rear driving gear two, the rear gear shifting sleeve is combined with the rear driving gear one when moving to the right and combined with the rear driving gear two when moving to the left, and the outer diameter of the rear driving gear one is smaller than that of the rear driving gear two.

4. The mining vehicle multi-range wheel drive assembly of claim 3, characterized by: The output shaft is coaxially fixed with the rear driven gear one engaged with the rear driving gear one and the rear driven gear two engaged with the rear driving gear two.

5. The mining vehicle multi-range wheel drive assembly of claim 2, wherein: The input shafts of the four motors are sequentially and parallelly arranged, and the two groups of rear gear shifting assemblies are symmetrically arranged on the two sides of the output shaft.

6. The mining vehicle multi-range wheel drive assembly of claim 1, wherein: The planetary gear one engaged with the sun gear and the planetary gear two engaged with the ring gear are fixed on the planetary gear shaft of the planetary carrier.

7. The mining vehicle multi-range wheel drive assembly of claim 6, characterized by: The ring gear is supported on the housing of the gearbox through a bearing.

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