A drive device

Abstract

A kind of driving device, including motor, reducer and brake, the reducer includes input shaft, primary pinion connected with input shaft, intermediate shaft, primary gear connected with intermediate shaft and engaged with primary pinion, secondary pinion connected with intermediate shaft, output shaft and secondary gear connected with output shaft and engaged with secondary pinion;The motor is connected with output shaft, and the brake is connected with input shaft.The present application discards the complex shift component of multi-gear gearbox, and the space adaptability is more optimal, operation efficiency and smoothness are improved, and reliability and economy are higher, and working condition adaptability is good.

Description

Technical Field

[0001] This utility model relates to the field of transportation equipment technology, and in particular to a drive device for an underground shovel loader. Background Technology

[0002] Underground loaders are core transportation equipment in mining operations, and the performance of their power drive system directly affects transportation efficiency, operational safety, and equipment reliability. Traditional underground loaders mainly use diesel engines, which have inherent drawbacks such as severe environmental pollution (emissions of large amounts of nitrogen oxides, particulate matter, etc.), high noise levels, and low energy efficiency. With the popularization of green mining concepts and the maturity of electrification technology, electric drive devices have become an important trend in underground loaders due to their advantages of zero emissions, low noise, and low maintenance costs. However, the current mainstream electric loaders use a "motor + gearbox" powertrain, adjusting the transmission ratio through gearbox shifting. This still has significant shortcomings in terms of structural compactness, transmission efficiency, and power transmission smoothness, and urgently needs optimization.

[0003] Chinese Patent Publication No. CN220850594U discloses a gearbox assembly for an electric loader, including a housing. The housing contains an input shaft and an intermediate shaft, with the input shaft and output shaft connected in a transmission connection. A sun gear is mounted on the intermediate shaft. The housing also includes a reverse clutch, a first-gear clutch, a second-gear clutch, an output shaft assembly, and a gear shifting valve. The gear shifting valve switches between the reverse clutch, first-gear clutch, and second-gear clutch to transmit power to the output shaft assembly. An input end cover is located on the housing and on the side of the input shaft, and a drive motor is mounted on the end cover. The drive motor is directly connected to the input shaft via a spline. This patent solves the problems of traditional gearbox assemblies, such as large size, complex structure, low efficiency, mismatched speed ratios, and high manufacturing and maintenance costs. However, the above patent still has the following technical problems in use: the multi-gear transmission structure, which includes a reverse clutch, a first-gear clutch, a second-gear clutch, and a gear shifting valve, is one of the root causes of the difficulty in further compressing its axial dimensions and the problem of power interruption during gear shifts. Given the limited space in underground tunnels, this layout not only restricts the rational placement of other equipment such as power batteries, but also affects the overall structural design of the vehicle. Increasing the vehicle length to accommodate the electric drive unit would increase the vehicle's turning radius, making it difficult to meet the passage requirements of narrow underground tunnels. Summary of the Invention

[0004] The technical problem to be solved by this utility model is to provide a drive device that eliminates the complex shifting components of a multi-speed gearbox, has better space adaptability, improves operating efficiency and smoothness, has higher reliability and economy, and has good adaptability to working conditions.

[0005] To solve the above-mentioned technical problems, the technical solution of this utility model is: a drive device, including a motor, a reducer, and a brake. The reducer includes an input shaft, a primary pinion connected to the input shaft, an intermediate shaft, a primary large gear connected to the intermediate shaft and meshing with the primary pinion, a secondary pinion connected to the intermediate shaft, an output shaft, and a secondary large gear connected to the output shaft and meshing with the secondary pinion. The motor is connected to the output shaft, and the brake is connected to the input shaft. The principle of this utility model is as follows: After the motor starts, the output shaft outputs power, which is transmitted sequentially through the input stage and output stage of the two-stage transmission mechanism. Because it is a single-gear direct drive, the power is continuously and uninterruptedly transmitted to the load. In the full working condition of "heavy-load loading - no-load driving," thanks to the large transmission ratio achieved by the two-stage transmission and the characteristics of the motor itself, it can adapt to different working conditions without shifting gears, ensuring efficient operation of the loader. When braking is required, the input shaft of the reducer is braked by the brake, and the braking torque is transmitted to the wheels through the reducer, thereby slowing down or stopping the vehicle.

[0006] As an improvement, a gear pump is also included, which is connected to the intermediate shaft.

[0007] As an improvement, the secondary pinion and the intermediate shaft are integrated into one part, and the gear pump is connected to the intermediate shaft via a spline.

[0008] As an improvement, the gear pump supplies pressurized oil to the brakes and / or steering system.

[0009] As an improvement, when the loader speed is low, the main pump works to ensure that the system pressure meets the working requirements of the brake. When the speed is high, the gear pump can meet the braking system pressure, and the main pump does not work. When the main pump cannot work normally, the gear pump can work continuously to ensure that the vehicle always has braking. When the speed is low and the pressure provided by the gear pump is insufficient, the parking brake is used to stop the vehicle.

[0010] As an improvement, the motor is located at one end of the input shaft of the reducer, and the motor output shaft is connected to the input shaft of the reducer via a spline; the brake is located at the other end of the input shaft of the reducer, the brake drive shaft is connected to the input shaft of the reducer via a spline, and the brake housing is mounted on the reducer housing.

[0011] As an improvement, the motor is located at one end of the input shaft of the reducer, and the output shaft of the motor is connected to the input shaft of the reducer via a spline; the brake is installed at the tail end of the motor, the drive shaft of the brake is engaged with the motor shaft via a spline, and the brake housing is installed on the motor housing.

[0012] As an improvement, the motor is located at one end of the input shaft of the reducer, and the output shaft of the motor is connected to the input shaft of the reducer via a spline; both the tail end of the motor and the other end of the input shaft of the reducer are equipped with brakes, namely a first brake and a second brake, respectively. The drive shaft of the first brake is connected to the motor shaft via a spline, and the housing of the first brake is mounted on the motor housing. The drive shaft of the second brake is connected to the input shaft of the reducer via a spline, and the housing of the second brake is mounted on the reducer housing.

[0013] As an improvement, the first brake is a service brake or a parking brake, and the second brake is a service brake or a parking brake.

[0014] As an improvement, the motor housing is rigidly connected to the reducer housing by bolts. The first-stage pinion and the reducer input shaft are integrated parts. The reducer input shaft is fixed to the reducer housing and the reducer end cover by bearings and is axially positioned by the first bearing end cover. The reducer intermediate shaft is fixed to the reducer housing and the reducer end cover by bearings and is axially positioned by the second bearing end cover. The reducer output shaft is fixed to the reducer housing and the reducer end cover by bearings and the third bearing end cover, and oil seals are provided at both ends.

[0015] The beneficial effects of this utility model compared with the prior art are:

[0016] Superior spatial adaptability: It abandons the complex shifting components of multi-speed gearboxes and adopts two-stage transmission single-speed direct drive, which greatly shortens the axial dimension; it can better adapt to the narrow tunnel space underground, reserve sufficient installation space for power batteries, and does not need to lengthen the body due to the size of electric drive device, avoids increasing the turning radius, and ensures the flexibility of underground passage.

[0017] Improved operational efficiency and smoothness: Single-speed direct drive eliminates the 0.3-0.5 second power interruption problem in existing technologies, resulting in faster operational response. At the same time, the absence of impact loads after gear shifting reduces wear on transmission components, making it suitable for the high-frequency cycle operation of underground loaders, which involves loading, short-distance transfer, and unloading, thereby improving overall operational efficiency and equipment lifespan.

[0018] Higher reliability and economy: The simplified structure reduces vulnerable parts such as clutches and speed valves, and reduces the aging effect of underground dust and humid environment on the parts, resulting in a failure rate far lower than the existing multi-stage solutions; the number of parts is reduced and the manufacturing precision requirements are relatively lower, which not only reduces manufacturing costs, but also eliminates the need for special tools for later maintenance, significantly reducing maintenance costs and improving the economy of the equipment throughout its entire life cycle.

[0019] Good adaptability to working conditions: A large transmission ratio is achieved through two-stage transmission. Combined with the motor output characteristics, it can cover all working conditions from "heavy load loading to no load driving" without multiple gear switching. It meets the different needs of underground loaders such as heavy load starting, climbing, and no load high speed driving, and the power output is stable and continuous. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the electric drive assembly.

[0021] Figure 2 This is a schematic diagram of the inside of the speed reducer.

[0022] Figure 3 This is a schematic diagram of the electric drive assembly structure in Example 1.

[0023] Figure 4 This is a schematic diagram of the electric drive assembly structure in Example 2.

[0024] Figure 5 This is a schematic diagram of the electric drive assembly structure in Example 3. Detailed Implementation

[0025] The utility model will be further described below with reference to the accompanying drawings. Example 1

[0026] like Figures 1 to 3 As shown, a drive device for an underground loader includes a motor 1, a reducer 2, a brake 3, and a gear pump 4. The reducer 2 includes an input shaft 23, a primary pinion 22 connected to the input shaft 23, an intermediate shaft 24, a primary gear 25 connected to the intermediate shaft 24 and meshing with the primary pinion 22, a secondary pinion 26 connected to the intermediate shaft 24, an output shaft 27, and a secondary gear 28 connected to the output shaft 27 and meshing with the secondary pinion 26. The secondary pinion 26 and the intermediate shaft 24 are integral parts, and the primary pinion 22 and the input shaft 23 are integral parts.

[0027] like Figure 2 , 3 As shown, the adapter motor 1 is located at one end of the input shaft 23 of the reducer. The housing of motor 1 is rigidly connected to the housing of reducer 2 by bolts. The output shaft of motor 1 and the input shaft 23 of reducer transmit power through splines. The power of motor 1 is directly transmitted to reducer 2.

[0028] like Figure 2 , 3As shown, the input stage transmission achieves initial power reduction and torque increase through the meshing of a primary pinion 22 and a primary gear 25. By rationally designing the gear module and number of teeth, and coordinating with the output characteristics of motor 1, preparation is made for the subsequent output stage transmission. The primary pinion 22 and the reducer input shaft 23 are integral parts, fixed to the reducer housing and reducer end cover by bearings, and axially positioned by the first bearing end cover. Both ends of the reducer input shaft 23 have internal splines, which can be connected to the output shaft of motor 1 and the drive shaft of brake 3, respectively. The reducer input shaft 23, motor 1, and brake 3 are coaxial. The primary gear 25 is fixed to the intermediate shaft 24 by a key, and the secondary pinion 26 is integral with the intermediate shaft 24.

[0029] like Figure 2 , 3 As shown, the output stage transmission works in conjunction with the input stage transmission to achieve a two-stage transmission, realizing a large transmission ratio (typically greater than 4). The second-stage pinion 26 and the intermediate shaft 24 are integrated parts, fixed to the reducer housing and reducer end cover by bearings, and axially positioned by a second bearing end cover. The first-stage large gear 25 is keyed onto the intermediate shaft 24, allowing the first-stage large gear 25 and the second-stage pinion 26 to rotate synchronously, ensuring transmission stability and structural compactness. This further reduces and increases the torque of the power from the input stage transmission before transmitting it to the load, meeting the requirements of heavy-load starting and climbing operations for underground loader operators. One end of the intermediate shaft 24 has an internal spline, which can connect to the input shaft of the gear pump 4, thereby driving the gear pump 4. The second-stage large gear 28 is fixed to the reducer housing and reducer end cover by bearings, and axially positioned by a third bearing end cover. It then engages with the reducer output shaft 27 via an internal spline to output power. The reducer output shaft 27 is fixed to the reducer housing and reducer end cover by bearings and the fourth bearing end cover. Oil seals are provided at both ends, and it is connected to the output flange 29 by splines. The output flange 29 can transmit power to the drive axle through the universal joint drive shaft, thereby driving the vehicle.

[0030] The entire two-stage transmission mechanism has no clutch, speed valve or other shifting components. It achieves single-speed direct drive by relying on the fixed meshing of gears. The structure is simple and compact, effectively shortening the axial length of the electric drive device.

[0031] like Figure 2 , 3As shown, brake 3 is installed at the other end of the input shaft 23 of the reducer. The drive shaft of brake 3 is connected to the shaft of the first-stage pinion 22 via a spline. The brake housing is mounted on the reducer housing. During braking, the braking torque of brake 3 is amplified by the reducer 2 before being applied to the wheels. Due to the amplification effect of the reducer 2, the braking torque of brake 3 itself can be designed to be relatively small (brake torque = vehicle required torque / transmission ratio). In this way, the size and weight of brake 3 can be effectively reduced, thereby reducing costs. Brake 3 can be implemented using a single disc, or multiple disc dry or multiple disc wet structures, etc.

[0032] like Figure 2 , 3 As shown, gear pump 4 is connected to intermediate shaft 24 via a spline and does not require an additional power source. Since the reducer output shaft 27 is connected to the drive axle via a universal joint, their power is essentially rigidly linked. As long as the vehicle is running, the gears of reducer 2 will rotate, so gear pump 4 will work. Combining the characteristics of motor 1 and the working conditions of the vehicle, the first-stage and second-stage transmission ratios can be optimized to ensure that the speed of gear pump 4 operates within its reasonable speed range. Gear pump 4 acts as an auxiliary pump, supplying pressurized oil to brake 3. It can be considered an applied brake pump, used in conjunction with the vehicle's master pump. When vehicle speed is low (typically below 5 km / h), the master pump operates to ensure the system pressure meets the working requirements of brake 3. When vehicle speed is high, and the auxiliary pump can already meet the braking system pressure, the master pump does not operate to further reduce energy consumption. When the master pump malfunctions due to drive motor 1 or the high-voltage system, the auxiliary pump can continuously operate to ensure the vehicle always has braking power, thus ensuring vehicle safety. When the vehicle speed is low (typically below 5 km / h) and the pressure provided by the auxiliary pump is insufficient, the parking brake can be used to stop the vehicle. Gear pump 4 can also provide pressure to the steering system for emergency steering, and can even be used simultaneously for braking and steering to further improve vehicle safety in emergency situations. Example 2

[0033] like Figure 4 As shown, unlike Embodiment 1, the brake 3 can be installed at the tail end of the motor 1 according to the overall vehicle layout space. The drive shaft of the brake 3 is connected to the shaft of the motor 1 through a spline, and the brake housing is installed on the motor housing. When braking, the braking torque of the brake 3 can be amplified by the reducer 2 before being applied to the wheel. Since the shaft of the motor 1 and the input shaft 23 of the reducer are already connected by a spline, their braking effect is the same. Example 3

[0034] like Figure 5As shown, unlike Embodiment 1, brakes can be installed simultaneously at the other end of the reducer input shaft 23 and the tail end of the motor 1, depending on the overall vehicle layout space, to increase the total braking torque, or to further reduce the volume of a single brake while maintaining the total braking force unchanged. First brake 31: The drive shaft of the first brake 31 is connected to the motor 1 shaft via a spline, and the first brake housing is mounted on the motor housing. During braking, the braking torque of the first brake 31 is amplified by the reducer 2 before being applied to the wheels. Second brake 32: The drive shaft of the second brake 32 is connected to the first-stage pinion 22 shaft via a spline, and the second brake housing is mounted on the reducer housing. During braking, the braking torque of the second brake 32 is amplified by the reducer 2 before being applied to the wheels. Due to the use of a multi-brake scheme, there is higher safety redundancy; if one brake fails, the other brake can still operate. The above brakes can be service brakes, parking brakes, or a combination of both.

Claims

1. A driving device, comprising a motor, a reducer, and a brake, characterized in that: The reducer includes an input shaft, a primary pinion connected to the input shaft, an intermediate shaft, a primary gear connected to the intermediate shaft and meshing with the primary pinion, a secondary pinion connected to the intermediate shaft, an output shaft, and a secondary gear connected to the output shaft and meshing with the secondary pinion; the motor is connected to the output shaft, and the brake is connected to the input shaft.

2. The driving device according to claim 1, characterized in that: It also includes a gear pump, which is connected to an intermediate shaft.

3. The driving device according to claim 2, characterized in that: The secondary pinion and the intermediate shaft are an integral part, and the gear pump is connected to the intermediate shaft via a spline.

4. A driving device according to claim 2, characterized in that: The gear pump supplies pressurized oil to the brakes and / or steering system.

5. A driving device according to claim 4, characterized in that: When the loader's speed is low, the main pump works to ensure that the system pressure meets the working requirements of the brake. When the speed is high, the gear pump can meet the braking system pressure, and the main pump does not work. When the main pump cannot work normally, the gear pump can work continuously to ensure that the vehicle always has braking. When the speed is low and the pressure provided by the gear pump is insufficient, the parking brake is used to stop the vehicle.

6. A driving device according to claim 1, characterized in that: The motor is located at one end of the input shaft of the reducer, and the motor output shaft is connected to the input shaft of the reducer via a spline; the brake is located at the other end of the input shaft of the reducer, the brake drive shaft is connected to the input shaft of the reducer via a spline, and the brake housing is mounted on the reducer housing.

7. A driving device according to claim 1, characterized in that: The motor is located at one end of the input shaft of the reducer, and the output shaft of the motor is connected to the input shaft of the reducer via a spline; the brake is installed at the tail end of the motor, the drive shaft of the brake is connected to the motor shaft via a spline, and the brake housing is installed on the motor housing.

8. A driving device according to claim 1, characterized in that: The motor is located at one end of the input shaft of the reducer, and the output shaft of the motor is connected to the input shaft of the reducer via a spline. Both the tail end of the motor and the other end of the input shaft of the reducer are equipped with brakes, namely a first brake and a second brake. The drive shaft of the first brake is connected to the motor shaft via a spline, and the housing of the first brake is mounted on the motor housing. The drive shaft of the second brake is connected to the input shaft of the reducer via a spline, and the housing of the second brake is mounted on the reducer housing.

9. A driving device according to claim 8, characterized in that: The first brake is a service brake or a parking brake, and the second brake is a service brake or a parking brake.

10. A driving device according to claim 1, characterized in that: The motor housing is rigidly connected to the reducer housing by bolts. The first-stage pinion and the reducer input shaft are an integral part. The reducer input shaft is fixed to the reducer housing and the reducer end cover by bearings and is axially positioned by the first bearing end cover. The reducer intermediate shaft is fixed to the reducer housing and the reducer end cover by bearings and is axially positioned by the second bearing end cover. The reducer output shaft is fixed to the reducer housing and the reducer end cover by bearings and the third bearing end cover, and oil seals are provided at both ends.

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