Electric mining truck gearbox

Abstract

This utility model's electric mining truck gearbox features a three-speed design that allows selection of the most suitable gear based on different working conditions, optimizing power output to meet the power requirements of mining trucks, increasing the coverage of the motor's high-efficiency zone, improving the overall efficiency of the gearbox, and effectively reducing energy consumption. Based on the powerful performance provided by the multi-motor configuration, it enhances the flexibility and efficiency of the drive system. The front intermediate shaft assembly is coaxially connected to the output end of the power coupling assembly, and the rear intermediate shaft extends into the front intermediate shaft assembly and is coaxially aligned with the output end of the power coupling assembly, forming a compact parallel shaft structure. This fully utilizes the radial space of the gearbox and reduces its axial dimensions, thereby reducing the gearbox's volume and facilitating overall vehicle layout. Furthermore, the front and rear intermediate shaft assemblies share the radial and axial loads during transmission, reducing gear stress and improving the transmission stability and reliability under harsh working conditions, thus enhancing the gearbox's adaptability to various operating conditions.

Description

Technical Field

[0001] This utility model relates to an electric mining truck gearbox, belonging to the field of pure electric gearbox technology. Background Technology

[0002] Existing single-motor direct-drive electric mining trucks suffer from drawbacks such as insufficient torque for heavy-load climbing, poor adaptability to complex working conditions, and limited range, making it difficult to meet the diverse operational needs of open-pit mines, including "heavy-load climbing, long-distance transportation, and empty return trips." Dual-motor systems offer significant advantages over single-motor systems in terms of improved drive efficiency, and dual-motor electric drive axles are widely used. The cooperation of two motors provides higher power output to meet the power requirements of different working conditions. However, for mining dump trucks of 130 tons and above, a multi-motor drive system with two or more motors is required to meet power demands. However, this multi-motor drive system is complex and presents the following technical challenges:

[0003] 1. Under heavy torsional loads, the axial force on the transmission bearing is large, and the stress on the gear is large, which causes accelerated wear of the shaft support bearings and gears on the transmission shaft, resulting in a shorter lifespan, increased failure rate, and reduced transmission reliability.

[0004] 2. The transmission coordination from multiple input shafts to intermediate shafts and then to output shafts increases the axial dimension of the gearbox, which is not conducive to the overall vehicle layout.

[0005] 3. The motor and gearbox input are integrated, making it impossible to configure different numbers and powers of motors according to the power requirements of different tonnage vehicles, and it cannot be adjusted and customized according to different vehicle models and performance requirements.

[0006] 4. New energy heavy trucks still face problems such as insufficient adaptability of the transmission system and high energy consumption in scenarios such as mountain transportation and mining operations. Utility Model Content

[0007] The electric mining truck gearbox provided by this utility model satisfies the power requirements of mining trucks, improves the coverage of the high-efficiency zone of the motor, improves the overall efficiency of the gearbox, effectively reduces energy consumption, improves the driving flexibility and efficiency on the basis of providing strong power by multi-motor configuration, reduces gear stress in the transmission process, improves the transmission stability and reliability of the gearbox under harsh working conditions, and improves the working condition adaptability of the gearbox.

[0008] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0009] An electric mining truck gearbox includes a power coupling assembly that couples the power of multiple motors, a transmission mechanism, and an output shaft. There are two sets of power coupling assemblies, each with its output end coaxially connected to a transmission mechanism. The two transmission mechanisms are symmetrically distributed on both sides of the output shaft and mesh with it. The transmission mechanism includes a front intermediate shaft assembly coaxially connected to the output end of the power coupling assembly, a rear intermediate shaft extending into the front intermediate shaft assembly and coaxially aligned with the output end of the power coupling assembly, a first shift sleeve slidably mounted on the rear intermediate shaft along the axial direction, and a second shift sleeve slidably mounted on the rear intermediate shaft along the axial direction. The rear intermediate shaft connects to the output end of the power coupling assembly or to the front intermediate shaft assembly as the first shift sleeve shifts, and connects to or separates from the front intermediate shaft assembly as the second shift sleeve shifts. The rear intermediate shaft meshes with the output shaft.

[0010] Preferably, the power coupling assembly includes at least two motors, an input shaft connected to the shaft end of the motor, a constant meshing shaft that meshes with multiple input shafts respectively, and a coupling output gear that extends into the constant meshing shaft through a spline engagement. The front intermediate shaft assembly meshes with the coupling output gear, and the rear intermediate shaft is coaxially aligned and disposed on the rear side of the coupling output gear.

[0011] Preferably, the front intermediate shaft assembly includes a front intermediate shaft symmetrically arranged on both sides of the constant meshing shaft, a constant meshing gear fixed on the front intermediate shaft and meshing with the coupling output gear, a high-grade driving gear fixed on the front intermediate shaft and located behind the constant meshing gear, a low-grade driving gear fixed on the front intermediate shaft and located behind the high-grade driving gear, a high-grade driven gear meshing with the high-grade driving gear, and a low-grade driven gear meshing with the low-grade driving gear. The high-grade driven gear and the low-grade driven gear are rotatably mounted on the rear intermediate shaft.

[0012] Preferably, the coupling output gear is coaxially fixed with a gear corresponding to the shift sleeve, the shift sleeve is located between the gear and the high-grade driven gear, the shift sleeve moves to the left to engage with the gear and moves to the right to engage with the high-grade driven gear.

[0013] Preferably, the rear end of the rear intermediate shaft is coaxially fixed to the output pinion gear that meshes with the output shaft, and the shift sleeve two is assembled on the output pinion gear and corresponds to the low-gear driven gear. The shift sleeve two moves to the left and engages with the low-gear driven gear.

[0014] Preferably, the output shaft is fixed with a large output gear that meshes with the small output gear.

[0015] The beneficial effects of the utility model are:

[0016] This utility model discloses an electric mining truck gearbox. A power coupling assembly couples the power of multiple motors. Each power coupling assembly is connected to a transmission mechanism. Two transmission mechanisms mesh with the output shaft, forming a transmission from the power coupling assembly and transmission mechanism to the output shaft. The front intermediate shaft assembly in the transmission mechanism is connected to the output end of the power coupling assembly. When shift sleeve one is engaged in neutral and shift sleeve two connects the rear intermediate shaft to the front intermediate shaft assembly, the power from the power coupling assembly is transmitted to the rear intermediate shaft via the front intermediate shaft assembly. The intermediate shaft transmits power to the output shaft, creating a first-gear power output with high torque and low speed. When shift sleeve one shifts, connecting the rear intermediate shaft to the front intermediate shaft assembly, and shift sleeve two is engaged in neutral, the power of the power coupling assembly is transmitted to the rear intermediate shaft via the front intermediate shaft assembly. The rear intermediate shaft then transmits power to the output shaft, creating a second-gear power output with torque less than the first-gear power and speed greater than the first-gear power. When shift sleeve one shifts, connecting the rear intermediate shaft to the output end of the power coupling assembly, and shift sleeve two is engaged in neutral, the power coupling... The power of the component is directly transmitted to the rear intermediate shaft, which then transmits the power to the output shaft, forming a third-gear power output with torque less than that of the second-gear power and speed greater than that of the second-gear power. The three-gear transmission design of the gearbox can select the most suitable gear according to different working conditions, optimize power output, meet the power requirements of mining trucks, improve the coverage of the high-efficiency zone of the motor, improve the overall efficiency of the gearbox, effectively reduce energy consumption, and improve the flexibility and efficiency of drive based on the powerful power provided by the multi-motor configuration. The output end of the front intermediate shaft assembly is coaxially connected to the power coupling assembly, and the rear intermediate shaft extends into the front intermediate shaft assembly and is coaxially aligned with the output end of the power coupling assembly, forming a compact parallel shaft structure. This makes full use of the radial space of the gearbox and reduces the axial dimension of the gearbox, thereby reducing the space volume of the gearbox and facilitating the overall vehicle layout. Moreover, the front intermediate shaft assembly and the rear intermediate shaft share the radial and axial loads during the transmission process, reducing gear stress during the transmission process, improving the transmission stability and reliability of the gearbox under harsh working conditions, and improving the adaptability of the gearbox to working conditions. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the transmission structure of the electric mining truck gearbox of this utility model.

[0018] Figure 2 A schematic diagram of the transmission structure of an electric mining truck gearbox when generating first-gear power output.

[0019] Figure 3 A schematic diagram of the transmission structure of the electric mining truck gearbox when generating second-gear power output.

[0020] Figure 4 A schematic diagram of the transmission structure of an electric mining truck gearbox to achieve three-speed power output. Detailed Implementation

[0021] The following is combined with Figures 1-4 The embodiments of this utility model will be described in detail below.

[0022] An electric mining truck gearbox includes a power coupling assembly 1 that couples the power of multiple motors, a transmission mechanism 2, and an output shaft 3. There are two sets of power coupling assemblies 1, with the output end of each set coaxially connected to a transmission mechanism 2. The two sets of transmission mechanisms 2 are symmetrically distributed on both sides of the output shaft 3 and respectively mesh with the output shaft 3. The transmission mechanism 2 includes a front intermediate shaft assembly 4 coaxially connected to the output end of the power coupling assembly 1, a rear intermediate shaft 5 extending into the front intermediate shaft assembly 4 and coaxially aligned with the output end of the power coupling assembly 1, a shift sleeve 1 6 slidably mounted on the rear intermediate shaft 5 along the axial direction, and a shift sleeve 2 7 slidably mounted on the rear intermediate shaft 5. The rear intermediate shaft 5 connects to the output end of the power coupling assembly 1 or to the front intermediate shaft assembly 4 as the shift sleeve 1 6 shifts gears, and the rear intermediate shaft 5 connects to or separates from the front intermediate shaft assembly 4 as the shift sleeve 2 7 shifts gears. The rear intermediate shaft 5 meshes with the output shaft 3.

[0023] The electric mining truck gearbox described above uses a power coupling assembly 1 to couple the power of multiple motors. Each power coupling assembly 1 is connected to a transmission mechanism 2. The two transmission mechanisms 2 are respectively engaged with the output shaft 3, forming a transmission from the power coupling assembly 1 and the transmission mechanism 2 to the output shaft 3. The front intermediate shaft assembly 4 in the transmission mechanism 2 is connected to the output end of the power coupling assembly 1. When the shift sleeve 1 6 is engaged in neutral and the shift sleeve 2 7 connects the rear intermediate shaft 5 to the front intermediate shaft assembly 4, the power of the power coupling assembly 1 is transmitted to the rear intermediate shaft assembly 3 via the front intermediate shaft assembly 4. The rear intermediate shaft 5 transmits power to the output shaft 3, forming a first-gear power output with high torque and low speed. When shift sleeve 1 6 shifts gears, connecting the rear intermediate shaft 5 to the front intermediate shaft assembly 4 and shift sleeve 2 7 is engaged in neutral, the power of the power coupling assembly 1 is transmitted to the rear intermediate shaft 5 via the front intermediate shaft assembly 4. The rear intermediate shaft 5 then transmits power to the output shaft 3, forming a second-gear power output with torque less than the first-gear power and speed greater than the first-gear power. When shift sleeve 1 6 shifts gears, connecting the rear intermediate shaft 5 to the output end of the power coupling assembly 1 and shift sleeve 2 7 is engaged in neutral, the power of the power coupling assembly 1 is transmitted to the rear intermediate shaft 5 via the front intermediate shaft assembly 4. The rear intermediate shaft 5 then transmits power to the output shaft 3, forming a second-gear power output with torque less than the first-gear power and speed greater than the first-gear power. When in neutral, the power of the power coupling assembly 1 is directly transmitted to the rear intermediate shaft 5, which then transmits the power to the output shaft 3, forming a third-gear power output with torque less than that of the second-gear power and speed greater than that of the second-gear power. The three-gear transmission design of the gearbox can select the most suitable gear according to different working conditions, optimize power output, meet the power requirements of mining trucks, improve the coverage of the high-efficiency zone of the motor, improve the overall efficiency of the gearbox, effectively reduce energy consumption, and improve the flexibility and efficiency of drive based on the powerful power provided by the multi-motor configuration. The front intermediate shaft assembly 4 is coaxially connected to the output end of the power coupling assembly 1, and the rear intermediate shaft 5 extends into the front intermediate shaft assembly 4 and is coaxially aligned with the output end of the power coupling assembly 1, forming a compact parallel shaft structure. This makes full use of the radial space of the gearbox and reduces the axial dimension of the gearbox, thereby reducing the space volume of the gearbox and facilitating the overall vehicle layout. Moreover, the front intermediate shaft assembly 4 and the rear intermediate shaft 5 share the radial and axial loads during the transmission process, reducing gear stress during the transmission process, improving the transmission stability and reliability of the gearbox under harsh working conditions, and improving the adaptability of the gearbox to the working conditions.

[0024] The power coupling assembly 1 includes at least two motors, input shafts 11 connected to the shaft ends of the motors, constantly meshing shafts 12 that mesh with multiple input shafts 11 respectively, and a coupling output gear 13 that extends into the constantly meshing shaft 12 via a spline. A front intermediate shaft assembly 4 meshes with the coupling output gear 13, and a rear intermediate shaft 5 is coaxially aligned and positioned behind the coupling output gear 13. As shown in the attached drawings, the power coupling assembly 1 has two motors. The input shafts 11 connected to the shaft ends of the motors mesh with the constantly meshing shafts 12, coupling the power of the two motors to the constantly meshing shafts 12. The constantly meshing shafts 12 drive the coupling output gear 13 to rotate synchronously. The coupling output gear 13, as the output end of the power coupling assembly 1, transmits power to the front intermediate shaft assembly 4. The number of input shafts 11 can be multiple, allowing for the configuration of different numbers or power motors according to the power requirements of different tonnage vehicles. This enables flexible adjustment of input power based on different vehicle models and performance requirements, shortening the product development cycle.

[0025] The front intermediate shaft assembly 4 includes a front intermediate shaft 41 symmetrically arranged on both sides of the constant meshing shaft, a constant meshing gear 42 fixed on the front intermediate shaft 41 and meshing with the coupling output gear 13, a high-grade driving gear 43 fixed on the front intermediate shaft 41 and located behind the constant meshing gear 43, a low-grade driving gear 44 fixed on the front intermediate shaft 41 and located behind the high-grade driving gear 43, a high-grade driven gear 45 meshing with the high-grade driving gear 43, and a low-grade driven gear 46 meshing with the low-grade driving gear 44. The high-grade driven gear 45 and the low-grade driven gear 46 are rotatably mounted on the rear intermediate shaft 5. Each front intermediate shaft assembly 4 has two front intermediate shafts 41. The coupling output gear 13 drives the constant mesh gear 42 on the front intermediate shaft 41 to rotate synchronously, transmitting the power of the coupling power assembly 1 to the front intermediate shaft 41. The low-gear drive gear 44 and the high-gear drive gear 43 rotate synchronously with the front intermediate shaft 41, and drive the low-gear driven gear 46 and the high-gear driven gear 45 to rotate synchronously. Since the low-gear driven gear 46 and the high-gear driven gear 45 are rotatably mounted on the rear intermediate shaft 5, when the shift sleeve 16 and the shift... When all gear sleeves 7 are in neutral, power cannot be transmitted to the rear intermediate shaft 5. Only when shift gear sleeve one 6 or shift gear sleeve two 7 shifts gears can the power of the coupled output gear 13 be directly transmitted to the rear intermediate shaft 5 or transmitted to the rear intermediate shaft 5 through the front intermediate shaft assembly 5. The rear intermediate shaft 5 extends between the two front intermediate shafts 41 and meshes with the output shaft 3 to form a compact parallel shaft structure. The rear intermediate shaft 5 and the front intermediate shaft 41 share the load of the transmission process, reduce gear meshing stress, and improve the smoothness of the transmission.

[0026] The coupling output gear 13 is coaxially fixed with a connecting gear 14 corresponding to the shift sleeve 6. The shift sleeve 6 is located between the connecting gear 14 and the high-grade driven gear 45. The shift sleeve 6 moves to the left to engage with the connecting gear 14 and moves to the right to engage with the high-grade driven gear 45. The shift sleeve 6 is initially in the neutral position between the engaging gear 14 and the high-end driven gear 45. When the shift sleeve 6 moves to the left and engages with the engaging gear 14, it connects the rear intermediate shaft 5 with the coupling output gear 13. The coupling output gear 13 directly transmits power to the rear intermediate shaft 13. When the shift sleeve 6 moves to the right and engages with the high-end driven gear 45, the power of the coupling output gear 13 frequently meshes with gear 42, the high-end driving gear 43, and the high-end driven gear 45, and the shift sleeve 6 transmits the power to the rear intermediate shaft 5. The power of the coupling output gear 13 is decelerated and then transmitted to the rear intermediate shaft 13. The shift sleeve 6 can form a direct connection between the power coupling assembly 1 and the rear intermediate shaft 5 or an indirect connection between the power coupling assembly 1 and the rear intermediate shaft 5 through the front intermediate shaft assembly 4 by shifting gears.

[0027] The rear end of the rear intermediate shaft 5 is coaxially fixed to the output pinion 51, which meshes with the output shaft 3. The shift sleeve 7 is mounted on the output pinion 51 and corresponds to the low-gear driven gear 46. The shift sleeve 7 moves to the left and engages with the low-gear driven gear 46. Initially, the shift sleeve 7 is located to the right of the low-gear driven gear 46 in neutral. When the shift sleeve 7 moves to the left and engages with the low-gear driven gear 46, the power of the coupled output gear 13 frequently meshes with gear 42, low-gear driving gear 44, low-gear driven gear 46, shift sleeve 7, and output pinion 51 to the rear upper intermediate shaft 5. This results in the power of the coupled output gear 13 being decelerated and transmitted to the rear intermediate shaft 13. The shift sleeve 7, through shifting, forms an indirect connection between the rear intermediate shaft 5 and the power coupling assembly via the front intermediate shaft assembly 4.

[0028] The output shaft 3 has a fixed output gear 31 that meshes with the output pinion 51. The meshing of the output pinion 51 and the output gear 31 reduces the power of the intermediate shaft 5 and transmits it to the output shaft 3 to form a power output.

[0029] Both shift sleeve 1 (6) and shift sleeve 2 (7) are initially in neutral. When the gearbox needs to output first gear, shift sleeve 1 (6) is engaged in neutral, and shift sleeve 2 (7) moves to the left and engages with the low-gear driven gear 46. The power from the multiple motors is coupled to the coupling output gear 13 via the coupling power component 1. The coupling output gear 13 drives the constant mesh gear 42, the low-gear drive gear 44, the low-gear driven gear 46, and shift sleeve 2 (7) to rotate, reducing the power and transmitting it to the rear intermediate shaft 5. The rear intermediate shaft 5 transmits the power to the output shaft 3 through the meshing of the output pinion 51 and the output gear 31, forming first gear. The first gear has a large output torque and low speed, meeting the high torque drive requirements of mining trucks under harsh working conditions.

[0030] When the gearbox needs to output second-gear power, shift sleeve 6 moves to the right and engages with high-gear driven gear 45, shift sleeve 7 is engaged in neutral, and the power from the multiple motors is coupled to the coupling output gear 13 via the coupling power component 1. The coupling output gear 13 drives the constant mesh gear 42, high-gear drive gear 43, high-gear driven gear 45, and shift sleeve 6 to rotate, reducing the power and transmitting it to the rear intermediate shaft 5. The rear intermediate shaft 5 transmits the power to the output shaft 3 through the meshing of the output pinion 51 and the output gear 31, forming second-gear power. The torque of second-gear power is less than that of first-gear power, but the speed is greater than that of first-gear power. It is suitable for heavy-load flat road conditions, light-load climbing, or muddy conditions for mining trucks.

[0031] When the gearbox needs to output third-gear power, shift sleeve 16 moves to the left and engages with engagement gear 14, shift sleeve 27 is engaged in neutral, and the power of the multiple motors is coupled to the coupling output gear 13 via the coupling power component 1. The coupling output gear 13 transmits the power directly to the rear intermediate shaft 5 via shift sleeve 16. The rear intermediate shaft 5 transmits the power to the output shaft 3 through the meshing of the output pinion 51 and the output gear 31, forming third-gear power. The torque of third-gear power is less than that of second-gear power, but the speed is greater than that of second-gear power, which is suitable for mining trucks in flat road conditions.

[0032] 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. An electric mining truck gearbox, comprising a power coupling assembly for power coupling of multiple motors, a transmission mechanism, and an output shaft, wherein there are two sets of power coupling assemblies, the output end of each set of power coupling assemblies is coaxially connected to a transmission mechanism, and the two sets of transmission mechanisms are symmetrically distributed on both sides of the output shaft and respectively mesh with the output shaft, characterized in that: The transmission mechanism includes a front intermediate shaft assembly coaxially connected to the output end of the power coupling component, a rear intermediate shaft extending into the front intermediate shaft assembly and coaxially aligned with the output end of the power coupling component, a shift sleeve one slidably mounted on the rear intermediate shaft along the axial direction, and a shift sleeve two slidably mounted on the rear intermediate shaft along the axial direction. The rear intermediate shaft connects to the output end of the power coupling component or to the front intermediate shaft assembly as the shift sleeve one shifts gears, and connects to or separates from the front intermediate shaft assembly as the shift sleeve two shifts gears. The rear intermediate shaft meshes with the output shaft.

2. The electric mining truck gearbox according to claim 1, characterized in that: The power coupling assembly includes at least two motors, an input shaft connected to the shaft end of the motor, a constant meshing shaft that meshes with multiple input shafts respectively, and a coupling output gear that extends into the constant meshing shaft through a spline engagement. The front intermediate shaft assembly meshes with the coupling output gear, and the rear intermediate shaft is coaxially aligned and arranged behind the coupling output gear.

3. The electric mining truck gearbox according to claim 2, characterized in that: The aforementioned front intermediate shaft assembly includes a front intermediate shaft symmetrically arranged on both sides of the constant meshing shaft, a constant meshing gear fixed on the front intermediate shaft and meshing with the coupling output gear, a high-grade driving gear fixed on the front intermediate shaft and located behind the constant meshing gear, a low-grade driving gear fixed on the front intermediate shaft and located behind the high-grade driving gear, a high-grade driven gear meshing with the high-grade driving gear, and a low-grade driven gear meshing with the low-grade driving gear. The high-grade driven gear and the low-grade driven gear are rotatably mounted on the rear intermediate shaft.

4. The electric mining truck gearbox according to claim 3, characterized in that: The coupling output gear is coaxially fixed with a gear corresponding to the shift sleeve. The shift sleeve is located between the gear and the high-speed driven gear. The shift sleeve moves to the left to engage with the gear and moves to the right to engage with the high-speed driven gear.

5. The electric mining truck gearbox according to claim 3, characterized in that: The rear end of the aforementioned intermediate shaft is coaxially fixed to the output pinion gear that meshes with the output shaft. The shift sleeve two is assembled on the output pinion gear and corresponds to the low-gear driven gear. The shift sleeve two moves to the left and engages with the low-gear driven gear.

6. The electric mining truck gearbox according to claim 5, characterized in that: The output shaft is fixed with a large output gear that meshes with the small output gear.

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