Multi-gear electric drive system for mine dump truck

Abstract

The mine dump truck multi-gear electric drive system comprises four motors, two sets of transmission gear assemblies and an output shaft, the two sets of transmission gear assemblies are symmetrically arranged on the two sides of the output shaft, each set of transmission gear assembly is coupled with the power of two motors, the transmission gear assembly comprises a constant meshing shaft coupled with the power of two motors, an intermediate shaft engaged with the output shaft, a gear driving gear fixed on the constant meshing shaft, gear driven gears rotatably arranged on the intermediate shaft and corresponding engaged with the gear driving gears, a gear shifting sleeve slidably arranged on the intermediate shaft and located between the two gear driven gears, the constant meshing shaft, the intermediate shaft and the output shaft are arranged in parallel, the intermediate shaft slides along the axial direction with the gear shifting sleeve, and the gear driven gears are combined to rotate. The utility model avoids the energy waste caused by the gear acceleration idling, reduces the whole vehicle energy consumption, improves the whole vehicle endurance, ensures the motor operation efficient interval, and improves the matching effect of the whole vehicle power and economy.

Description

Technical Field

[0001] This utility model relates to a multi-speed electric drive system for mining dump trucks, used for gear shifting in electric drive systems. Background Technology

[0002] Globally, mining dump trucks, trucks, and wide-body vehicles are facing severe pressure to reduce emissions and transition to electrification. In the field of transmissions for large-tonnage new energy wide-body mining trucks, single-motor or dual-motor transmission structures suffer from problems such as insufficient load limits, poor power smoothness, complex structures, or low efficiency, making it difficult to meet the demands for uninterrupted power for the entire vehicle and gear shifts. Multi-motor, multi-gear transmission systems can meet the demands for high torque output and overall vehicle power, and avoid power interruption during gear shifts, improving driving comfort and adaptability to harsh working conditions, as illustrated in patent documents CN202311565078.3 and CN202211307730.7. However, existing multi-motor, multi-gear transmission systems generally suffer from the problem that when a higher gear is engaged, the higher gear drives the lower gear to accelerate and idle on the corresponding shaft. Although this does not affect power output, the accelerated idling of the lower gear causes energy waste, reduces overall vehicle energy consumption, affects overall vehicle range, narrows the high-efficiency range of the motor, and reduces the matching effect between overall vehicle power and economy. Utility Model Content

[0003] The multi-speed electric drive system for mining dump trucks provided by this utility model reduces energy consumption when the electric drive system is in a high gear, avoids energy waste caused by the gears accelerating and idling, reduces overall vehicle energy consumption, improves overall vehicle range, ensures the high-efficiency operating range of the motor, and improves the matching effect between the vehicle's power and economy.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A multi-speed electric drive system for a mining dump truck includes four motors, two sets of transmission and speed change components, and an output shaft. The two sets of transmission and speed change components are symmetrically arranged on both sides of the output shaft. Each set of transmission and speed change components couples the power of two motors. The system is characterized in that: the transmission and speed change components include a constant meshing shaft coupling the power of two motors, an intermediate shaft meshing with the output shaft, a gear drive gear fixed on the constant meshing shaft, a gear driven gear rotatably mounted on the intermediate shaft and meshing with the gear drive gear, and a shift sleeve slidably mounted on the intermediate shaft and located between the two gear driven gears. The constant meshing shaft, intermediate shaft, and output shaft are arranged in parallel in sequence. The intermediate shaft rotates as it slides axially with the shift sleeve and engages with the gear driven gear.

[0005] Preferably, it also includes an emergency steering pump, a power take-off (PTO), and a lubrication pump. An auxiliary drive gear is fixed on an intermediate shaft. The auxiliary drive gear meshes with the input end of the emergency steering pump. One end of an intermediate shaft is connected to the input end of the PTO, and one end of another intermediate shaft is connected to the input end of the lubrication pump.

[0006] Preferably, a constant mesh gear is fixed on the constant mesh shaft, and an input shaft is fixed at the end of the motor shaft, with the constant mesh gear meshing with the input shaft.

[0007] Preferably, the number of gear drive gears is four, namely, the first gear drive gear, the second gear drive gear, the third gear drive gear, and the fourth gear drive gear with the outer diameter increasing from small to large; the number of gear driven gears is four, namely, the first gear driven gear meshing with the first gear drive gear, the second gear driven gear meshing with the second gear drive gear, the third gear driven gear meshing with the third gear drive gear, and the fourth gear driven gear meshing with the fourth gear drive gear; and the number of shift sleeves is two, namely, shift sleeve one located between the first gear driven gear and the second gear driven gear, and shift sleeve two located between the third gear driven gear and the fourth gear driven gear.

[0008] Preferably, a small output gear is fixed on the intermediate shaft, and a large output gear meshing with the small output gear and a retarding gear meshing with the input end of the hydraulic retarder are fixed on the output shaft.

[0009] The beneficial effects of this utility model are: This utility model discloses a multi-speed electric drive system for mining dump trucks. Four motors participate in the drive, meeting the overall power requirements of the mining dump truck. Through two sets of gear shifting components, uninterrupted gear shifting and multi-speed drive are achieved, meeting the vehicle's high torque and high speed driving requirements, improving the vehicle's adaptability to various operating conditions and driving comfort. In the transmission components, a fixed drive gear is mounted on a constantly meshing shaft, while a driven gear is rotatably mounted on an intermediate shaft. The intermediate shaft meshes with the output shaft. When the shift sleeve engages with a driven gear, the motor's power is constantly engaged with the shaft, the corresponding drive gear, and the corresponding driven gear. The gears and intermediate shaft transmit power to the output shaft. The driven gears of other gears rotate on the intermediate shaft while rotating with the corresponding driving gear on the constant mesh shaft. They do not rotate at the same speed as the intermediate shaft. This prevents the driven gears of lower gears from rotating at the same speed as the intermediate shaft when the shift sleeve engages with the driven gear of the higher gear. This avoids the accelerated idling of other gears when high gears are engaged, reduces the energy consumption of the electric drive system when high gears are engaged, avoids energy waste caused by accelerated idling of gears, reduces the overall vehicle energy consumption, improves the overall vehicle range, ensures the high-efficiency operating range of the motor, and improves the matching effect of the vehicle's power and economy. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the transmission structure of the multi-speed electric drive system for mining dump trucks in a specific implementation embodiment.

[0011] Figure 2 A schematic diagram of the transmission when the multi-speed electric drive system of a mining dump truck is in first gear.

[0012] Figure 3 A schematic diagram of the transmission when the multi-speed electric drive system of a mining dump truck is in second gear.

[0013] Figure 4 A schematic diagram of the transmission when the multi-speed electric drive system of a mining dump truck forms three power gears.

[0014] Figure 5 A schematic diagram showing the transmission of a mining dump truck's multi-speed electric drive system when it reaches four gears. Detailed Implementation

[0015] The following is combined Figures 1-5 The embodiments of this utility model will be described in detail below.

[0016] A multi-speed electric drive system for a mining dump truck includes four motors 1, two sets of transmission and speed change components, and an output shaft 2. The two sets of transmission and speed change components are symmetrically arranged on both sides of the output shaft 2. Each set of transmission and speed change components couples the power of two motors 1. The transmission and speed change components include a constant meshing shaft 3 that couples the power of two motors, an intermediate shaft 4 that meshes with the output shaft 2, a gear drive gear 5 fixed on the constant meshing shaft 3, a gear driven gear 6 rotatably mounted on the intermediate shaft 4 and meshing one-to-one with the gear drive gear 5, and a shift sleeve 7 axially slidably mounted on the intermediate shaft 4 and located between the two gear driven gears 6. The constant meshing shaft 3, the intermediate shaft 4, and the output shaft 2 are arranged in parallel. The intermediate shaft 4 rotates as it slides axially with the shift sleeve 7 and engages with the gear driven gear 6.

[0017] The multi-speed electric drive system for mining dump trucks described above uses four motors 1 to drive the vehicle and meet its overall power requirements. Through two sets of gear shifting components, uninterrupted gear shifting and multi-speed drive are achieved, meeting the vehicle's high torque and high speed requirements and improving its adaptability to various operating conditions and driving comfort. In the transmission components, a fixed gear drive gear 5 is mounted on the constant meshing shaft 3, and a rotatable gear driven gear 6 is mounted on the intermediate shaft 4. The intermediate shaft 4 meshes with the output shaft 2. When the shift sleeve 4 engages with a gear driven gear 6, the motor's power is constantly engaged with the constant meshing shaft 3, the corresponding gear drive gear 5, and the corresponding gear driven gear 6. Gear 6 and intermediate shaft 4 transmit power to output shaft 2. Other gear driven gears 6 rotate freely on intermediate shaft 4 as the corresponding gear driving gear on constant mesh shaft 3 rotates. They do not rotate at the same speed as intermediate shaft 4. This prevents the gear driven gear 6 corresponding to the lower gear from rotating at the same speed as intermediate shaft 4 when shift sleeve 7 engages with the gear driven gear 6 corresponding to the higher gear. This avoids other gears accelerating and idling when shifting to a higher gear, reduces energy consumption of the electric drive system when shifting to a higher gear, avoids energy waste caused by gears accelerating and idling, reduces overall vehicle energy consumption, improves overall vehicle range, ensures the high-efficiency operating range of the motor, and improves the matching effect of vehicle power and economy.

[0018] The system also includes an emergency steering pump 8, a power take-off (PTO) 9, and a lubrication pump 10. An auxiliary drive gear 11 is fixed on an intermediate shaft 4, meshing with the input end of the emergency steering pump 8. One end of one intermediate shaft 4 is connected to the input end of the PTO 9, and the other end of the intermediate shaft 4 is connected to the input end of the lubrication pump 10. The emergency steering pump 8 provides power for emergency steering, the PTO 9 provides power for the vehicle's tipping bucket, and the lubrication pump 10 provides power for lubrication of the electric drive system. Using two intermediate shafts 4 as power interfaces for the emergency steering pump, PTO, and lubrication pump simplifies the drive structure of the vehicle's auxiliary power components and reduces the complexity of the overall vehicle drive system.

[0019] A constant mesh gear 31 is fixed on the constant mesh shaft 3, and an input shaft 12 is fixed to the end of the motor 1 shaft. The constant mesh gear 31 meshes with the input shaft 12. The power of the two motors 1 is coupled to the constant mesh shaft 3 through the meshing of the input shaft 12 and the constant mesh gear 31.

[0020] The gear shifters 5 consist of four gears: a first gear 51, a second gear 52, a third gear 53, and a fourth gear 54, with their outer diameters increasing sequentially from smallest to largest. The gear driven gears 6 consist of four gears: a first gear driven gear 61 meshing with the first gear drive gear 51, a second gear driven gear 62 meshing with the second gear drive gear 52, a third gear driven gear 63 meshing with the third gear drive gear 53, and a fourth gear driven gear 34 meshing with the fourth gear drive gear 54. The shift sleeves 7 consist of two: a shift sleeve 1 71 located between the first and second gear driven gears 61 and 62, and a shift sleeve 2 72 located between the third and fourth gear driven gears 63 and 64. As shown in the figure, the first to fourth gear drive gears are arranged sequentially from left to right on the constant meshing shaft 3, and the first to fourth gear driven gears are arranged sequentially from left to right on the intermediate shaft 4. When the shift sleeve 71 engages with the first gear driven gear 61, the power on the constant meshing shaft 3 is transmitted to the intermediate shaft 4 via the first gear drive gear 51 and the first gear driven gear 61, and then output through the output shaft 2, forming the first gear power. When the shift sleeve 71 engages with the second gear driven gear 62, the power on the constant meshing shaft 3 is transmitted to the intermediate shaft 4 via the second gear drive gear 52 and the second gear driven gear 62. Gear 62 transmits power to the intermediate shaft 4 and outputs it through the output shaft, forming second-gear power. When shift sleeve 72 engages with the third-gear driven gear 63, the power on the constantly meshing shaft 3 is transmitted to the intermediate shaft 4 via the third-gear driving gear 53 and the third-gear driven gear 63, and outputs it through the output shaft, forming third-gear power. When shift sleeve 72 engages with the fourth-gear driven gear 64, the power on the constantly meshing shaft 3 is transmitted to the intermediate shaft 4 via the fourth-gear driving gear 54 and the fourth-gear driven gear 64, and outputs it through the output shaft, forming fourth-gear power. During gear shifting, the shift sleeves in the two sets of transmission components slide and shift sequentially, avoiding intermediate gear shifting power, reducing the impact during shifting, and improving shifting stability. When four gears are engaged, the shift sleeve 72 engages with the fourth gear driven gear 64. The first gear driven gear 61 rotates freely on the intermediate shaft 4 as the first gear drive gear 51 rotates. The second gear driven gear 62 rotates freely on the intermediate shaft 4 as the second gear drive gear 52 rotates. The third gear driven gear 63 rotates freely on the intermediate shaft 4 as the third gear drive gear 53 rotates. At this time, the first to third gear driven gears will not rotate at the same speed as the intermediate shaft 4. In other words, the first to third gear driven gears will not be accelerated by the intermediate shaft 4 when the shift sleeve 72 is engaged with the fourth gear driven gear. This avoids the other gears from accelerating and idling when the gears are engaged in a higher gear, reduces the energy consumption of the electric drive system when the gears are engaged in a higher gear, and avoids the energy waste caused by the gears accelerating and idling.

[0021] The intermediate shaft 4 has a fixed output pinion 41, and the output shaft 2 has a fixed output gear 21 that meshes with the output pinion 41 and a retarding gear 22 that meshes with the input end of the hydraulic retarder 13. The meshing of the output pinion 41 and the output gear 21 forms a speed reduction transmission from the intermediate shaft 3 to the output shaft 2. The hydraulic buffer 13 has a buffering function. When descending a long slope, the hydraulic buffer 13 can reduce the rotational speed of the output shaft 2 to reduce the vehicle speed and ensure driving safety when descending a long slope.

[0022] The technical solutions of the embodiments of this utility model have been fully described above with reference to the accompanying drawings. It should be noted that the described embodiments are only a part of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

Claims

1. A multi-speed electric drive system for a mining dump truck, comprising four motors, two sets of transmission gearboxes, and an output shaft, wherein the two sets of transmission gearboxes are symmetrically arranged on both sides of the output shaft, and each set of transmission gearboxes couples the power of two motors respectively, characterized in that: The transmission and speed change assembly includes a constant meshing shaft coupling the power of two motors, an intermediate shaft meshing with the output shaft, a gear drive gear fixed on the constant meshing shaft, a gear driven gear rotatably mounted on the intermediate shaft and meshing with the gear drive gear in a one-to-one correspondence, and a shift sleeve slidably mounted on the intermediate shaft and located between the two gear driven gears. The constant meshing shaft, intermediate shaft and output shaft are arranged in parallel in sequence. The intermediate shaft rotates as it slides axially with the shift sleeve and engages with the gear driven gear.

2. The multi-speed electric drive system for mining dump trucks according to claim 1, characterized in that: It also includes an emergency steering pump, a power take-off (PTO), and a lubrication pump. An auxiliary drive gear is fixed on an intermediate shaft. The auxiliary drive gear meshes with the input end of the emergency steering pump. One end of an intermediate shaft is connected to the input end of the PTO, and one end of another intermediate shaft is connected to the input end of the lubrication pump.

3. The multi-speed electric drive system for mining dump trucks according to claim 1, characterized in that: A constant mesh gear is fixed on the constant mesh shaft, and an input shaft is fixed at the end of the motor shaft. The constant mesh gear meshes with the input shaft.

4. The multi-speed electric drive system for mining dump trucks according to claim 1, characterized in that: The number of gear drive gears is four, namely, the first gear drive gear, the second gear drive gear, the third gear drive gear, and the fourth gear drive gear with the outer diameter increasing from small to large. The number of gear driven gears is four, namely, the first gear driven gear meshing with the first gear drive gear, the second gear driven gear meshing with the second gear drive gear, the third gear driven gear meshing with the third gear drive gear, and the fourth gear driven gear meshing with the fourth gear drive gear. The number of shift sleeves is two, namely, shift sleeve one located between the first gear driven gear and the second gear driven gear, and shift sleeve two located between the third gear driven gear and the fourth gear driven gear.

5. The multi-speed electric drive system for mining dump trucks according to claim 1, characterized in that: The intermediate shaft has a fixed output pinion gear, and the output shaft has a fixed output gear that meshes with the output pinion gear and a retarding gear that meshes with the input end of the hydraulic retarder.

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