Gear shifting power equipment, hub reduction gear and mining dump truck

Abstract

The utility model provides gear shifting power equipment, a hub reduction gear and a mining dump truck, and belongs to the technical field of dump truck transmission. According to the technical scheme, the gear shifting power equipment comprises a first power set, a second power set and a gear shifting mechanism, the gear shifting mechanism comprises a first gear shifting shaft, a second gear shifting shaft and a first output shaft, the first gear shifting shaft is connected with the first power set, and the first gear shifting shaft and the first output shaft are matched to form a first gear structure and a second gear structure; the first gear shifting shaft is connected with the first power set, the second gear shifting shaft is switched between the first gear structure and the second gear structure to output power, the second gear shifting shaft is connected with the second power set, the second gear shifting shaft and the first output shaft are matched to form a third gear structure and a fourth gear structure, and the second gear structure and the third gear structure are switched to output power. The double-power gear shifting structure of the first gear shifting shaft and the second gear shifting shaft is arranged to work alternately, and at least one group of power transmission paths are always kept smooth in the gear shifting process, so that the pause feeling is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission technology for dump trucks, and in particular to a shifting power device, a wheel-side reducer, and a mining dump truck. Background Technology

[0002] In the fields of modern industrial equipment and special vehicles, synchronous motors have become one of the core components of power systems due to their high power density, high efficiency, and precise control characteristics. However, the speed of a synchronous motor is strictly proportional to the power supply frequency, and its speed regulation range is relatively limited. When equipment faces sudden load changes, gradient changes, or other operating conditions, a single transmission ratio cannot simultaneously meet the requirements of high torque output and efficient operation. Therefore, it is necessary to dynamically adjust the transmission ratio through a shifting structure to ensure that the motor always operates within the high-efficiency range. This is particularly important for equipment such as mining dump trucks and engineering vehicles that frequently encounter complex operating conditions.

[0003] Traditional synchronous motor power systems generally adopt a single-shaft shifting structure. Its typical configuration is a single power unit connected to a fixed speed ratio reducer through a single shifting shaft. This structure achieves speed change by switching the gear meshing state through shifting components, such as changing the transmission ratio through a synchronizer or sliding gear.

[0004] However, traditional single-shaft structures require the shifting component to be separated from the currently meshing gear during gear shifting, resulting in a brief disconnection between the power source and the output shaft. This power interruption can cause significant jerking in heavy-duty scenarios such as mining dump trucks, causing not only driver discomfort but also shortening the fatigue life of transmission components such as gears and bearings. In addition, the power matching efficiency of single-shaft transmission structures is low, and the fixed speed ratio reducer cannot be dynamically adjusted according to the load. The single speed ratio causes the motor to deviate from the efficient operating range for a long time, resulting in a significant increase in energy consumption. Utility Model Content

[0005] This invention addresses the problems of single-shaft shifting structures in current synchronous motors, which suffer from brief disconnection from the power source during shifting, resulting in significant jerking and low power matching efficiency. It proposes a shifting power device, a wheel-side reducer, and a mining dump truck.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] This utility model provides a gear shifting power device, comprising at least a first power group and a second power group, both of which include multiple synchronous motors, and further comprising:

[0008] The gear shifting mechanism includes a first gear shifting shaft, a second gear shifting shaft, and a first output shaft. The first gear shifting shaft is connected to a first power unit for transmission. The first gear shifting shaft and the first output shaft are connected to form a first gear structure and a second gear structure. The first gear shifting shaft is movably connected to a first gear shifting member. The first gear shifting member can move along the first gear shifting shaft and switch between the first gear structure and the second gear structure to output power.

[0009] The second shift shaft is connected to the second power unit for transmission. The second shift shaft is also connected to the first output shaft to form the third gear structure and the fourth gear structure. The second shift shaft is movably connected to the second shift member. The second shift member can move along the second shift shaft and switch between the second gear structure and the third gear structure to output power.

[0010] Furthermore, the first output shaft is sequentially and spaced apart with a first transmission gear and a second transmission gear along its own axial direction. The first shift shaft is movably connected with a first shift gear and a second shift gear along its own axial direction. The first shift gear meshes with the first transmission gear to form a first gear position structure, and the second shift gear meshes with the second transmission gear to form a second gear position structure. The first shift member is movably connected between the first shift gear and the second shift gear. The first shift member can rotate synchronously with the first shift shaft and can move along the axial direction of the first shift shaft to drive the first shift gear or the second shift gear.

[0011] Furthermore, the first output shaft is sequentially and spaced apart with a third transmission gear and a fourth transmission gear along its own axial direction, with the third transmission gear positioned away from the first transmission gear. The second shift shaft is movably connected with a third shift gear and a fourth shift gear along its own axial direction. The third shift gear meshes with the third transmission gear to form a third gear position structure, and the fourth shift gear meshes with the fourth transmission gear to form a fourth gear position structure. The second shift member is movably connected between the third shift gear and the fourth shift gear. The second shift member can rotate synchronously with the second shift shaft and can move along the axial direction of the second shift shaft to drive the third shift gear or the fourth shift gear.

[0012] Furthermore, the first shift shaft and the second shift shaft are respectively located on opposite sides of the first output shaft.

[0013] Furthermore, the first power unit includes a first reduction shaft, a first reduction gear, and multiple second reduction gears. A third reduction gear and a fourth reduction gear are axially spaced on the first reduction shaft. The multiple second reduction gears are connected to the output ends of multiple synchronous motors of the first power unit one by one. The second reduction gears mesh with the fourth reduction gears. The first reduction gears are connected to the first shift shaft and the first reduction gears are connected to the third reduction gears.

[0014] Furthermore, the second power unit includes a fifth reduction gear and multiple sixth reduction gears. The multiple sixth reduction gears are connected to the output ends of multiple synchronous motors of the second power unit one by one. The sixth reduction gears mesh with the fifth reduction gears, and the fifth reduction gears are connected to the second shift shaft.

[0015] This utility model also provides a wheel-side reducer, including a hub mechanism, a reduction mechanism, a braking mechanism, and a shifting power device as described above. The hub mechanism includes a reduction hub and a second output shaft, which are movably connected to the reduction hub. The braking mechanism cooperates with the second output shaft for braking. The reduction mechanism includes a first input end and a first output end, which are drive-connected to the second output shaft. The first output end is fixedly connected to the reduction hub. The reduction mechanism is at least used to reduce the power transmitted by the second output shaft. One end of the first output shaft relative to the first power group is drive-connected to the second output shaft.

[0016] Furthermore, the reduction mechanism includes at least a first-stage reduction component and a second-stage reduction component. The first-stage reduction component includes a first planetary carrier, a first planetary gear, and a first sun gear. The second-stage reduction component includes a second planetary carrier, a second planetary gear, and a second sun gear. The second sun gear is drivenly connected to a second output shaft to form a first input end. The second planetary gear meshes with the second sun gear. The second planetary carrier is connected to the second planetary gear and is drivenly connected to the first sun gear. The first planetary gear meshes with the first sun gear. The first planetary carrier is connected to the first planetary gear. The first planetary carrier is fixedly connected to the reduction hub to form a first output end.

[0017] Furthermore, the reduction mechanism includes a first housing, one end of which is fixedly connected to the reduction hub, such that the first housing and the reduction hub form a first receiving space capable of accommodating at least the first-stage reduction component and the second-stage reduction component. The first housing is provided with internal teeth along the circumferential direction on the inner wall of the first receiving space, and both the first planetary gear and the second planetary gear mesh with the internal teeth.

[0018] Furthermore, the braking mechanism includes a wet brake, which is connected to the second output shaft.

[0019] This utility model also provides a mining dump truck, including a shifting power device as described in any one of the above;

[0020] Alternatively, it may include a wheel-side reducer as described above.

[0021] As can be seen from the above technical solutions, the advantages of this utility model are:

[0022] This invention features a dual-power shifting structure with a first power group and a second power group, as well as a first shift shaft and a second shift shaft, working alternately to ensure that at least one power transmission path remains unobstructed during shifting, eliminating the jerking sensation caused by power interruption. Furthermore, the four-speed transmission increases the range of transmission ratios, allowing the synchronous motor to operate in its high-efficiency range under different loads, effectively reducing energy consumption. Attached Figure Description

[0023] To more clearly illustrate the technical solution of this utility model, the drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the transmission structure of the gear shifting power device in one embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of the transmission connection between the second power unit and the second shift shaft in one embodiment of this utility model;

[0026] Figure 3 This is a schematic diagram of the transmission structure of the wheel-side reducer in one embodiment of this utility model.

[0027] Explanation of key figure labels:

[0028] 100. First power unit; 110. Synchronous motor; 120. First reduction shaft; 121. Third reduction gear; 122. Fourth reduction gear; 130. First reduction gear; 140. Second reduction gear; 200. Second power unit; 210. Fifth reduction gear; 220. Sixth reduction gear; 300. Shifting mechanism; 310. First shift shaft; 311. First shifting element; 312. First shift gear; 313. Second shift gear; 320. Second shift shaft; 321. Second shifting element; 322. Third shift gear; 323. Fourth shift gear; 330. First output shaft; 331. First transmission gear; 332. Second transmission gear; 333. Third transmission gear 334. Fourth transmission gear; 340. First gear structure; 350. Second gear structure; 360. Third gear structure; 370. Fourth gear structure; 400. Hub mechanism; 410. Reduction hub; 420. Second output shaft; 500. Reduction mechanism; 510. First input end; 520. First output end; 530. First stage reduction component; 531. First planetary carrier; 532. First planetary gear; 533. First sun gear; 540. Second stage reduction component; 541. Second planetary carrier; 542. Second planetary gear; 543. Second sun gear; 550. First housing; 551. First receiving space; 552. Internal gear; 600. Braking mechanism; 610. Wet brake. Detailed Implementation

[0029] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0030] Example 1

[0031] Please see Figures 1-2A gear-shifting power device includes at least a first power group 100 and a second power group 200, both of which include multiple synchronous motors 110. It also includes a gear-shifting mechanism 300, comprising a first gear-shifting shaft 310, a second gear-shifting shaft 320, and a first output shaft 330. The first gear-shifting shaft 310 is drive-connected to the first power group 100, and the first gear-shifting shaft 310 and the first output shaft 330 are connected to form a first gear position structure 340 and a second gear position structure 350. The first gear-shifting shaft 310 is movably connected to a first gear-shifting component 31. 1. The first shift member 311 can move along the first shift shaft 310 and switch between the first gear structure 340 and the second gear structure 350 to output power; the second shift shaft 320 is connected to the second power group 200 for transmission, and the second shift shaft 320 is connected to the first output shaft 330 to form the third gear structure 360 ​​and the fourth gear structure 370. The second shift shaft 320 is movably connected to the second shift member 321, and the second shift member 321 can move along the second shift shaft 320 and switch between the second gear structure 350 and the third gear structure 360 ​​to output power.

[0032] In this embodiment, as Figure 1As shown, the first power group 100 and the second power group 200 may each include two synchronous motors 110. The output shaft of the synchronous motor 110 in the first power group 100 is connected to the first shift shaft 310 so that the first power group 100 drives the first shift shaft 310 to rotate, so as to transmit the power output by the synchronous motor 110 in the first power group 100 to the first shift shaft 310. Similarly, the output shaft of the synchronous motor 110 in the second power group 200 is connected to the second shift shaft 320 so that the second power group 200 drives the second shift shaft 320 to rotate, so as to transmit the power output by the synchronous motor 110 in the second power group 200 to the second shift shaft 320. The first shift shaft 310 is connected to the first output shaft 330 for transmission, and the connection between the first shift shaft 310 and the first output shaft 330 forms a first gear structure 340 and a second gear structure 350. The first gear structure 340 and the second gear structure 350 have different gear ratios. A first shift member 311 is connected to the first shift shaft 310, and the first shift member 311 can move on the first shift shaft 310 to transmit power from the first shift shaft 310 to the first output shaft 330 via the first gear structure 340 or the second gear structure 350. Similarly, the second shift shaft 320 is connected to the second output shaft 420 for transmission, and the connection between the second shift shaft 320 and the second output shaft 420 forms a third gear structure 360 ​​and a fourth gear structure 370. The transmission gear ratios of the third gear structure 360 ​​and the fourth gear structure 370 are also different. A second shift member 321 is connected to the second shift shaft 320. The second shift member 321 can move on the second shift shaft 320 so that the power on the second shift shaft 320 is transmitted to the first output shaft 330 through the third gear structure 360 ​​or the fourth gear structure 370. The first gear structure 340 and the second gear structure 350 on the first shift shaft 310 are located in the power output direction before the third gear structure 360 ​​and the fourth gear structure 370. Thus, different gears can be switched on the first shift shaft 310 and the second shift shaft 320 as needed, so as to transmit the power to the first output shaft 330. The first output shaft 330 is connected to other equipment to transmit power to other equipment.

[0033] In the actual gear shifting process, in the first gear position: the first shift shaft 310 and the first output shaft 330 are connected to the first gear structure 340 through the first shift member 311, so that the first power group 100 transmits power to the first output shaft 330 through the first gear structure 340. By moving the second shift member 321 on the second shift shaft 320, the second shift member 321 is put in the neutral position, and the second shift shaft 320 is disconnected from the first output shaft 330.

[0034] Second gear: The first shift shaft 310 and the first output shaft 330 are connected to the second gear structure 350 via the first shift member 311, so that the first power group 100 transmits power to the first output shaft 330 through the second gear structure 350. By moving the second shift member 321 on the second shift shaft 320, the second shift member 321 is put in the neutral position, and the second shift shaft 320 is disconnected from the first output shaft 330.

[0035] Third gear: The second shift shaft 320 and the first output shaft 330 are connected to the third gear structure 360 ​​via the second shift member 321, so that the second power group 200 transmits power to the first output shaft 330 through the third gear structure 360. By moving the first shift member 311 on the first shift shaft 310, the first shift member 311 is in the neutral position, and the first shift shaft 310 is disconnected from the first output shaft 330.

[0036] Fourth gear: The second shift shaft 320 and the first output shaft 330 are connected to the fourth gear structure 370 via the second shift member 321, so that the second power group 200 transmits power to the first output shaft 330 through the fourth gear structure 370. By moving the first shift member 311 on the first shift shaft 310, the first shift member 311 is in the neutral position, and the first shift shaft 310 is disconnected from the first output shaft 330.

[0037] During gear shifting, for example, when shifting from the second gear to the third gear, the control system first adjusts the speed of the second power unit 200 motor to match the current speed of the first output shaft 330 (via real-time feedback from the encoder). Then, the second shifting component 321 moves to switch to the third gear structure 360, and the third gear structure 360 ​​begins to transmit power. After the second shifting shaft 320 and the first output shaft 330 are fully engaged through the third gear structure 360, the first shifting component 311 moves to the neutral position, completing a smooth gear shift with uninterrupted power transmission throughout the entire process.

[0038] In the above structure, by setting the first power group 100 and the second power group 200, and setting the first shift shaft 310 and the second shift shaft 320 to work alternately, at least one power transmission path is always unobstructed during the shifting process, eliminating the jerking sensation caused by power interruption. In addition, the four-speed transmission is set to increase the range of transmission ratio, so that the synchronous motor 110 can work in the high-efficiency range under different loads, effectively reducing energy consumption.

[0039] In the specific structure of the first shift shaft 310, the first output shaft 330 is sequentially and spaced apart by a first transmission gear 331 and a second transmission gear 332 along its own axial direction. The first shift shaft 310 is movably connected along its own axial direction by a first shift gear 312 and a second shift gear 313. The first shift gear 312 meshes with the first transmission gear 331 to form a first gear position structure 340, and the second shift gear 313 meshes with the second transmission gear 332 to form a second gear position structure 350. The first shift member 311 is movably connected between the first shift gear 312 and the second shift gear 313. The first shift member 311 can rotate synchronously with the first shift shaft 310 and can move along the axial direction of the first shift shaft 310 to drive the first shift gear 312 or the second shift gear 313.

[0040] In this embodiment, as Figure 1 As shown, the first output shaft 330 and the first shift shaft 310 are arranged parallel to each other and spaced apart. The first transmission gear 331 and the second transmission gear 332 can both be fixedly connected to the first output shaft 330 via splines. The first transmission gear 331 and the second transmission gear 332 are spaced apart. In addition, the first shift gear 312 and the second shift gear 313 can be spaced apart on the first shift shaft 310 via needle roller bearing sleeves, forming two sets of gear pairs with different transmission ratios. Among them, the first transmission gear 331 meshes with the first shift gear 312, and the second transmission gear 332 meshes with the second shift gear 313. The first shift member 311 is a gear hub structure. Its inner diameter slides with the outer spline of the first shift shaft 310, and multiple rectangular teeth are evenly distributed around its outer circumference. Synchronizing rings are respectively arranged on both sides of the gear hub. The inner conical surface of the synchronizing rings frictionally engages with the outer conical surfaces of the first and second shift gears 313. The first shift member 311 is driven by a shift fork to move between the first shift gear 312 and the second shift gear 313.

[0041] During gear shifting, for example, when shifting from the first shift gear 312 to the second shift gear 313, the drive fork moves to the left, causing the first shift member 311 to separate from the first shift gear 312. The first shift gear 312 and the first shift shaft 310 lose synchronous rotation. Then, the first shift member 311 and the second shift gear 313 are connected in a transmission relationship. The second shift gear 313 and the first shift shaft 310 rotate synchronously to drive the second transmission gear 332 to rotate, thereby transmitting the power of the first shift shaft 310 to the first output shaft 330 through the transmission ratio of the second shift gear 313 and the second transmission gear 332.

[0042] In the above structure, the transmission ratio is changed by setting two sets of gear pairs on the same shift shaft, thereby realizing gear shifting. This structure is simple and easy to operate, and the two sets of gear pairs can be adjusted to change the transmission ratio according to common working conditions, improving ease of use. In addition, the layout of coaxial double gear pairs effectively reduces the axial and radial dimensions, facilitating compact structural design.

[0043] In the transmission connection structure between the first power group 100 and the first shift shaft 310, the first power group 100 includes a first reduction shaft 120, a first reduction gear 130, and a plurality of second reduction gears 140. A third reduction gear 121 and a fourth reduction gear 122 are axially spaced on the first reduction shaft 120. The plurality of second reduction gears 140 are transmitted to the output ends of the plurality of synchronous motors 110 of the first power group 100 one by one. The second reduction gears 140 mesh with the fourth reduction gears 122. The first reduction gears 130 are transmitted to the first shift shaft 310 and the first reduction gears 130 are transmitted to the third reduction gears 121.

[0044] In this embodiment, as Figure 1 As shown, the first power unit 100 includes two synchronous motors 110. Correspondingly, there are two second reduction gears 140. The two second reduction gears 140 are respectively fixedly connected to the output shafts of the two synchronous motors 110 through splines, so that the synchronous motors 110 drive the second reduction gears 140 to rotate. The first reduction shaft 120 is arranged parallel to the motor output shaft, and the third reduction gear 121 and the fourth reduction gear 122 are fixedly connected to it through splines. The first reduction gear 130 is fixedly connected to the first shift shaft 310 through splines. The two second reduction gears 140 mesh with the fourth reduction gear 122.

[0045] During power transmission, the synchronous motor 110 drives the fourth reduction gear 122 to rotate via the second reduction gear 140, thereby driving the first reduction shaft 120 to rotate. The first reduction shaft 120 drives the third reduction gear 121 to rotate. The third reduction gear 121 meshes with the first reduction gear 130, thereby driving the first reduction gear 130 to rotate. The first reduction gear 130 is fixedly connected to the first shift shaft 310, thereby driving the first shift shaft 310 to rotate. Thus, the power of the first power group 100 is transmitted to the first shift shaft 310 after a certain reduction process.

[0046] In the above structure, by setting multiple synchronous motors 110 in parallel drive in the first power group 100, when a single motor fails, another can still provide power, ensuring the equipment can safely exit the working area and improving equipment reliability. In addition, the coaxial double gear layout further reduces the installation space and effectively changes the installation position of the first shift shaft 310, avoiding interference.

[0047] In the specific structure of the second shift shaft 320, the first output shaft 330 is sequentially and spaced apart by a third transmission gear 333 and a fourth transmission gear 334 along its own axial direction, with the third transmission gear 333 positioned away from the first transmission gear 331. The second shift shaft 320 is movably connected along its own axial direction by a third shift gear 322 and a fourth shift gear 323. The third shift gear 322 meshes with the third transmission gear 333 to form a third gear position structure 360, and the fourth shift gear 323 meshes with the fourth transmission gear 334 to form a fourth gear position structure 370. The second shift member 321 is movably connected between the third shift gear 322 and the fourth shift gear 323. The second shift member 321 can rotate synchronously with the second shift shaft 320 and can move along the axial direction of the second shift shaft 320 to drive the third shift gear 322 or the fourth shift gear 323.

[0048] In this embodiment, as Figure 1 As shown, similar to the structure of the first shift shaft 310, the first output shaft 330 and the second shift shaft 320 are arranged parallel and spaced apart. The third transmission gear 333 and the fourth transmission gear 334 can both be fixedly connected to the first output shaft 330 via splines. The first transmission gear 331 and the second transmission gear 332 are spaced apart, and the first transmission gear 331, the second transmission gear 332, the third transmission gear 333, and the fourth transmission gear 334 are sequentially arranged on the first output shaft 330 along the power output direction from the first power group 100 outwards. Furthermore, the third shift gear 322 and the fourth shift gear 323 can be spaced apart on the second shift shaft 320 via needle roller bearing sleeves, forming two sets of gear pairs with different transmission ratios. The third transmission gear 333 meshes with the third shift gear 322, and the fourth transmission gear 334 meshes with the fourth shift gear 323. The second shift member 321 is a gear hub structure, with its inner diameter slidingly engaged with the outer spline of the second shift shaft 320. Multiple rectangular teeth are evenly distributed around the outer diameter circumference. Synchronizing rings are respectively provided on both sides of the gear hub. The inner conical surface of the synchronizing rings is in frictional engagement with the outer conical surfaces of the third and fourth shift gears 323. The second shift member 321 is driven by the shift fork to move between the third shift gear 322 and the fourth shift gear 323.

[0049] During gear shifting, for example, when shifting from the third shift gear 322 to the fourth shift gear 323, the drive fork moves to the left, causing the second shift member 321 to separate from the third shift gear 322. The third shift gear 322 and the second shift shaft 320 lose synchronous rotation. Then, the second shift member 321 and the fourth shift gear 323 are connected in a transmission relationship. The fourth shift gear 323 and the second shift shaft 320 rotate synchronously to drive the fourth transmission gear 334 to rotate, thereby transmitting the power of the second shift shaft 320 to the first output shaft 330 through the transmission ratio of the fourth shift gear 323 and the fourth transmission gear 334.

[0050] In the transmission connection structure between the second power group 200 and the second shift shaft 320, the second power group 200 includes a fifth reduction gear 210, a second reduction shaft, and multiple sixth reduction gears 220. The multiple sixth reduction gears 220 are connected to the output ends of multiple synchronous motors 110 of the second power group 200 one by one. The sixth reduction gears 220 mesh with the fifth reduction gears 210, and the fifth reduction gears 210 are connected to the second shift shaft 320.

[0051] In this embodiment, as Figure 2 As shown, the second power unit 200 includes two synchronous motors 110. Correspondingly, there are two sixth reduction gears 220. The two sixth reduction gears 220 are respectively fixedly connected to the output shafts of the two synchronous motors 110 through splines, so that the synchronous motors 110 drive the sixth reduction gears 220 to rotate. The second reduction shaft is arranged parallel to the motor output shaft, and the fifth reduction gear 210 is fixedly connected to it through splines. The two sixth reduction gears 220 mesh with the fifth reduction gear 210. The fifth gear is fixedly connected to the second shift shaft 320 through splines.

[0052] During the power transmission process, the synchronous motor 110 drives the fifth reduction gear 210 to rotate through the sixth reduction gear 220, thereby driving the second shift shaft 320 to rotate, so that the power of the second power group 200 is transmitted to the second shift shaft 320 after a certain reduction process.

[0053] In the above structure, by setting multiple synchronous motors 110 in parallel drive in the second power group 200, when a single motor fails, the other can still provide power, ensuring the equipment can safely exit the working area and improving equipment reliability. In addition, the coaxial double gear layout further reduces the installation space.

[0054] In addition, the first shift shaft 310 and the second shift shaft 320 are respectively disposed on opposite sides of the first output shaft 330.

[0055] In this embodiment, as Figure 1As shown, the first output shaft 330 serves as a power output component and is arranged laterally in the horizontal direction. The first shift shaft 310 and the second shift shaft 320 are respectively arranged on the upper and lower sides of the first output shaft 330 with the first output shaft 330 as the center, and the three are arranged in parallel.

[0056] The above structure is compact and has a high space utilization rate. The opposite arrangement of the two shift shafts makes the radial forces on the first output shaft 330 cancel each other out, effectively reducing shaft deformation and gear wear caused by uneven force.

[0057] Example 2

[0058] Please see Figure 3 A wheel-side reducer includes a hub mechanism 400, a reduction mechanism 500, a braking mechanism 600, and the shifting power device. The hub mechanism 400 includes a reduction hub 410 and a second output shaft 420, which is movably connected to the reduction hub 410. The braking mechanism 600 cooperates with the second output shaft 420 for braking. The reduction mechanism 500 includes a first input end 510 and a first output end 520, which are drive-connected to the second output shaft 420 and fixedly connected to the reduction hub 410. The reduction mechanism 500 is at least used to reduce the power transmitted by the second output shaft 420. One end of the first output shaft 330 relative to the first power group 100 is drive-connected to the second output shaft 420.

[0059] In this embodiment, as Figure 3 As shown, the hub mechanism 400 includes a reduction hub 410 and a second output shaft 420. The second output shaft 420 is movably connected to the reduction hub 410. This movable connection is a conventional connection structure. Specifically, the reduction hub 410 has an axially extending through hole in the middle, through which the second output shaft 420 passes. A bearing is also provided in the through hole. The second output shaft 420 cooperates with the bearing, allowing the second output shaft 420 to rotate flexibly relative to the reduction hub 410, providing basic support for power transmission and vehicle movement. The first output shaft 330 of the shifting power device is connected to the second output shaft 420, thereby transmitting the power of the first power group 100 or the second power group 200 to the second output shaft 420. The second output shaft 420 then transmits the power to the first input end 510 connected to it. After being reduced in speed by the reduction mechanism 500, the power is transmitted to the reduction wheel hub 410 through the first output end 520, thereby driving the reduction wheel hub 410 to rotate. In addition, the braking mechanism 600 is connected to the second output shaft 420 to brake the second output shaft 420.

[0060] In the specific structure of the reduction mechanism 500, the reduction mechanism 500 includes at least a first-stage reduction component 530 and a second-stage reduction component 540. The first-stage reduction component 530 includes a first planetary carrier 531, a first planetary gear 532, and a first sun gear 533. The second-stage reduction component 540 includes a second planetary carrier 541, a second planetary gear 542, and a second sun gear 543. The second sun gear 543 is drivenly connected to the second output shaft 420 to form a first input end 510. The second planetary gear 542 meshes with the second sun gear 543. The second planetary carrier 541 is connected to the second planetary gear 542 and is drivenly connected to the first sun gear 533. The first planetary gear 532 meshes with the first sun gear 533. The first planetary carrier 531 is connected to the first planetary gear 532. The first planetary carrier 531 is fixedly connected to the reduction hub 410 to form a first output end 520.

[0061] In this embodiment, the reduction mechanism 500 adopts a two-stage planetary reduction structure design, consisting of a first-stage reduction component 530 and a second-stage reduction component 540. The second sun gear 543 in the second-stage reduction component 540 is fixedly connected to the second output shaft 420 via a spline connection, coupling drive, or other reliable means to form the first input end 510. Additionally, multiple second planet gears 542 are typically provided, such as 3-4, evenly distributed along the circumference of the second sun gear 543. All the multiple second planet gears 542 mesh with the second sun gear 543 and are simultaneously mounted on the pins of the second planetary carrier 541 via bearings. They can both rotate around their own axis and revolve around the second sun gear 543. The second planetary carrier 541 provides support and a transmission carrier for the second planet gears 542, and a corresponding number of pins are provided on it for mounting the second planet gears 542. One end of the second planetary carrier 541 is provided with a shaft, which is rigidly connected to the first sun gear 533 in the first-stage reducer 530 through splines, keyways, etc., to transmit the motion of the second planetary gear 542 to the first sun gear 533. The first sun gear 533 receives the power transmitted by the second-stage reducer 540. Multiple first planetary gears 532 are also provided, evenly distributed along the circumference of the first sun gear 533, and mesh with the first sun gear 533. The first planetary gears 532 are mounted on the shaft pins of the first planetary carrier 531 through bearings, and can perform rotation and revolution. One end of the first planetary carrier 531 is fixedly connected to the reduction hub 410 to form the first output end 520, thereby transmitting the reduced power to the reduction hub 410 to drive the reduction hub 410 to rotate.

[0062] When the wheel-side reducer is working, power is input from the second output shaft 420 to the second sun gear 543 connected thereto. The second sun gear 543 acts as the driving gear, driving the multiple second planet gears 542 meshed with it to rotate. Under the drive of the second sun gear 543, the second planet gears 542 rotate on their own axis and revolve around the second sun gear 543. The revolving motion of the multiple second planet gears 542 acts together on the second planet carrier 541, causing the second planet carrier 541 to rotate. The second planet carrier 541 transmits the reduced and increased torque power to the first sun gear 533, completing the first reduction process. Subsequently, the first sun gear 533 receives power from the second planetary carrier 541 and begins to rotate, thereby driving the first planetary gear 532 meshing with it. Under the action of the first sun gear 533, the first planetary gear 532 also performs rotation and revolution. The revolution of multiple first planetary gears 532 drives the first planetary carrier 531 to rotate. The first planetary carrier 531 is fixedly connected to the reduction hub 410, and finally transmits the power after two stages of reduction and torque amplification to the reduction hub 410 to meet the power requirements of vehicle driving.

[0063] The above structure employs a two-stage planetary reduction gear, which enables a larger transmission ratio. Through the sequential action of the two-stage reduction components, the high-speed rotational power input from the motor can be significantly reduced in speed and increased in torque, providing powerful driving force for heavy vehicles such as mining dump trucks. This meets the stringent requirements of vehicles for high torque output under heavy load climbing and complex road conditions, significantly improving the vehicle's power performance and passability. The two-stage planetary reduction gear structure can flexibly change the transmission ratio by adjusting the gear ratio of the sun gear and planet gears in each stage of the reduction gear, in order to adapt to the vehicle's power requirements under different working conditions and improve the vehicle's overall performance and applicability.

[0064] Specifically, the reduction mechanism 500 includes a first housing 550, one end of which is fixedly connected to the reduction hub 410, such that the first housing 550 and the reduction hub 410 form a first receiving space 551 that can accommodate at least the first-stage reduction component 530 and the second-stage reduction component 540. The first housing 550 has internal teeth 552 circumferentially provided on the inner wall of the first receiving space 551, and the first planetary gear 532 and the second planetary gear 542 are both meshed with the internal teeth 552.

[0065] In this example, the first housing 550 has an overall cylindrical structure with a hollow interior. One end face of the first housing 550 has an opening that communicates with the hollow interior structure. During installation, the end with the opening is fixedly connected to the end face of the reduction hub 410 with bolts, so that the reduction hub 410 closes the opening. The first housing 550 and the reduction hub 410 form a first receiving space 551. The first-stage reduction component 530 and the second-stage reduction component 540 are installed in the first receiving space 551. Internal teeth 552 are provided on the inner wall of the first housing 550 forming the first receiving space 551. The internal teeth 552 extend circumferentially along the inner wall of the first housing 550. The first planetary gear 532 and the second planetary gear 542 both mesh with the internal teeth 552.

[0066] The compact design saves space and better adapts to layout requirements. The two-stage planetary gear reduction is integrated into the same housing, providing a relatively independent working environment for the first-stage reducer 530 and the second-stage reducer 540. This facilitates good lubrication and sealing, while the enclosed structure also helps prevent external impurities from entering, improving the operational stability and reliability of the components.

[0067] In addition, the braking mechanism 600 includes a wet brake 610, which is connected to the second output shaft 420.

[0068] In this embodiment, the braking mechanism 600 includes a wet brake 610, comprising a brake cylinder, a piston, a friction pad assembly, and a spring assembly. The brake cylinder is bolted to the inner side of the reduction wheel hub 410, and the piston can slide axially within the brake cylinder. The friction pad assembly consists of alternating moving friction pads and stationary friction pads. The moving friction pads are connected to the second output shaft 420 via internal splines, and the stationary friction pads are connected to the brake cylinder via external splines.

[0069] Example 3

[0070] This utility model also provides a mining dump truck, including a shifting power device as described in any one of the above;

[0071] Alternatively, it may include a wheel-side reducer as described above.

[0072] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A shift power device comprising at least a first power group (100) and a second power group (200), the first power group (100) and the second power group (200) each comprising a plurality of synchronous machines (110), characterized in that, Also includes: A gear shifting mechanism (300) includes a first gear shifting shaft (310), a second gear shifting shaft (320), and a first output shaft (330). The first gear shifting shaft (310) is connected to the first power unit (100) for transmission. The first gear shifting shaft (310) and the first output shaft (330) are connected to form a first gear position structure (340) and a second gear position structure (350). The first gear shifting shaft (310) is movably connected to a first gear shifting member (311). The first gear shifting member (311) can move along the first gear shifting shaft (310) and switch between the first gear position structure (340) and the second gear position structure (350) to output power. The second shift shaft (320) is connected to the second power unit (200) for transmission. The second shift shaft (320) is connected to the first output shaft (330) to form a third gear structure (360) and a fourth gear structure (370). The second shift shaft (320) is movably connected to the second shift member (321). The second shift member (321) can move along the second shift shaft (320) and switch between the second gear structure (350) and the third gear structure (360) to output power.

2. The shift power apparatus according to claim 1, characterized by The first output shaft (330) is sequentially connected with a first transmission gear (331) and a second transmission gear (332) along its own axial direction. The first shift shaft (310) is movably connected with a first shift gear (312) and a second shift gear (313) along its own axial direction. The first shift gear (312) meshes with the first transmission gear (331) to form the first gear position structure (340), and the second shift gear (313) meshes with the second transmission gear (332) to form the second gear position structure (350). The first shift member (311) is movably connected between the first shift gear (312) and the second shift gear (313). The first shift member (311) can rotate synchronously with the first shift shaft (310). The first shift member (311) can move along the axial direction of the first shift shaft (310) to drive the first shift gear (312) or the second shift gear (313).

3. The shift power apparatus according to claim 2, characterized by The first output shaft (330) is sequentially and spaced apart by a third transmission gear (333) and a fourth transmission gear (334) along its own axial direction, with the third transmission gear (333) positioned away from the first transmission gear (331). The second shift shaft (320) is movably connected along its own axial direction by a third shift gear (322) and a fourth shift gear (323). The third shift gear (322) meshes with the third transmission gear (333) to form the third gear position structure (360). The fourth shift gear... The wheel (323) meshes with the fourth transmission gear (334) to form the fourth gear structure (370). The second shift member (321) is movably connected between the third shift gear (322) and the fourth shift gear (323). The second shift member (321) can rotate synchronously with the second shift shaft (320). The second shift member (321) can move along the axial direction of the second shift shaft (320) to drive the third shift gear (322) or the fourth shift gear (323).

4. The shift power apparatus according to claim 3, characterized by The first shift shaft (310) and the second shift shaft (320) are respectively disposed on opposite sides of the first output shaft (330).

5. The shift power apparatus according to claim 1, characterized by The first power unit (100) includes a first reduction shaft (120), a first reduction gear (130), and a plurality of second reduction gears (140). A third reduction gear (121) and a fourth reduction gear (122) are axially spaced on the first reduction shaft (120). The plurality of second reduction gears (140) are connected to the output ends of a plurality of synchronous motors (110) of the first power unit (100) in a transmission connection. The second reduction gear (140) meshes with the fourth reduction gear (122). The first reduction gear (130) is connected to the first shift shaft (310) in a transmission connection. The first reduction gear (130) is connected to the third reduction gear (121) in a transmission connection.

6. The shift power apparatus according to claim 1, characterized by The second power unit (200) includes a fifth reduction gear (210) and a plurality of sixth reduction gears (220). The plurality of sixth reduction gears (220) are connected to the output ends of a plurality of synchronous motors (110) of the second power unit (200) in a transmission connection. The sixth reduction gear (220) meshes with the fifth reduction gear (210), and the fifth reduction gear (210) is connected to the second shift shaft (320) in a transmission connection.

7. A hub reduction gear characterized by, The device includes a hub mechanism (400), a reduction mechanism (500), a braking mechanism (600), and a shifting power device as described in any one of claims 1-6. The hub mechanism (400) includes a reduction hub (410) and a second output shaft (420), the second output shaft (420) being movably connected to the reduction hub (410). The braking mechanism (600) cooperates with the second output shaft (420) for braking. The reduction mechanism (500) includes a first input end (510) and a first output end (520), the first input end (510) being drive-connected to the second output shaft (420), and the first output end (520) being fixedly connected to the reduction hub (410). The reduction mechanism (500) is at least used to reduce the power transmitted by the second output shaft (420). One end of the first output shaft (330) relative to the first power unit (100) is drive-connected to the second output shaft (420).

8. The hub reduction of claim 7, wherein, The reduction mechanism (500) includes at least a first-stage reduction component (530) and a second-stage reduction component (540). The first-stage reduction component (530) includes a first planet carrier (531), a first planet gear (532), and a first sun gear (533). The second-stage reduction component (540) includes a second planet carrier (541), a second planet gear (542), and a second sun gear (543). The second sun gear (543) is connected to the second output shaft (420) to form the first input end (510). The star wheel (542) meshes with the second sun wheel (543), the second planetary carrier (541) is connected to the second planetary wheel (542), and the second planetary carrier (541) is drivenly connected to the first sun wheel (533). The first planetary wheel (532) meshes with the first sun wheel (533), the first planetary carrier (531) is connected to the first planetary wheel (532), and the first planetary carrier (531) is fixedly connected to the reduction hub (410) to form the first output end (520). And / or, the reduction mechanism (500) includes a first housing (550), one end of which is fixedly connected to the reduction hub (410) such that the first housing (550) and the reduction hub (410) form a first receiving space (551) capable of accommodating at least the first stage reduction component (530) and the second stage reduction component (540). The first housing (550) has internal teeth (552) formed on the inner wall of the first receiving space (551) along the circumferential direction, and the first planetary gear (532) and the second planetary gear (542) both mesh with the internal teeth (552).

9. The hub reduction of claim 7, wherein, The braking mechanism (600) includes a wet brake (610), which is connected to the second output shaft (420).

10. A mining dump truck characterized in that, Includes a gear shifting power device as described in any one of claims 1-6; Alternatively, the wheel reduction gear comprises any one of the wheel reduction gears as claimed in any one of claims 7-9.

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