CN-122008845-A - Arrangement assembly of large-scale engineering vehicle power system

CN122008845ACN 122008845 ACN122008845 ACN 122008845ACN-122008845-A

Abstract

The application provides an arrangement assembly of a large-scale industrial vehicle power system, which comprises a frame, an engine, a gearbox, a transmission shaft, a calibration accessory and a calibration accessory, wherein the engine is arranged on the frame and used for providing rotary power, the gearbox is arranged on the frame and is arranged on one side of the engine at intervals and used for changing the rotating speed and torque of the rotary power, the transmission shaft is connected between an output end of the engine and an input end of the gearbox in a transmission mode, the calibration accessory is arranged between the engine and the gearbox and can be used for carrying out rotation adjustment on the middle part of the calibration accessory so as to determine the relative space position between the engine and the gearbox, and when the engine and the gearbox are obliquely arranged on the frame and the axial directions of the output end and the input end are staggered, the calibration accessory is rotated around the rotation center point of the middle part of the engine and used for forming an angle, so that the distance between the rotation center point and the output end is equal to the distance between the rotation center point and the input end, and the technical bottleneck of inconvenience in arrangement and low arrangement efficiency in the power system assembly process is solved.

Inventors

WANG XINYU
ZOU HAIBO
CAO WEIWEI
NI PENG
WANG XINXIN

Assignees

江西鑫通机械制造有限公司

Dates

Publication Date: 20260512
Application Date: 20260304

Claims (9)

1. An arrangement assembly for a large industrial vehicle powertrain, comprising: A frame; the engine is arranged on the frame and is used for providing rotary power; The gearbox is arranged on the frame and is arranged at one side of the engine at intervals and used for changing the rotating speed and torque of the rotating power; A drive shaft drivingly connected between an output of the engine and an input of the gearbox, and The calibrating accessory is arranged between the engine and the gearbox, and the middle part of the calibrating accessory can be rotationally adjusted and is used for determining the relative spatial position between the engine and the gearbox; When the engine and the gearbox are obliquely arranged on the frame and the axial directions of the output end and the input end are staggered, the calibration accessory is rotationally adjusted around a rotational center point in the middle of the calibration accessory to form an angle, so that the distance between the rotational center point and the output end is equal to the distance between the rotational center point and the input end.
2. The large industrial vehicle powertrain arrangement assembly of claim 1, wherein the calibration accessory comprises: a first connecting member having a first mounting portion and a first end disposed opposite the first mounting portion, the first mounting portion being connected to the transmission case; A second connecting member having a second mounting portion and a second end disposed opposite to the second mounting portion, the second mounting portion being connected to the engine, and The switching component is connected between the first end and the second end and is used for adjusting the second connecting component to a target position relative to the first connecting piece by taking the first end as an adjusting reference and locking the second connecting component; wherein, when the second connecting member is locked in the target position: The distance between the first mounting portion and the second mounting portion characterizes the distance between the engine and the gearbox when the second connecting member and the first connecting member are in a collinear state; Under the condition that a bending included angle is formed between the second connecting part and the first connecting part, the distance from the first mounting part to the first end is equal to the distance from the second mounting part to the first end.
3. The layout assembly of a large industrial vehicle powertrain of claim 2, wherein the adapter component comprises: A third connecting member connected to the first end; a slider member coupled to the second end, the second connecting member rotatably coupled to the third connecting member through the slider member, and And the fastening component can be arranged between the sliding block component and the third connecting component in a penetrating way and is used for fixing the sliding block component to the third connecting component.
4. A layout assembly of a large industrial vehicle power system according to claim 3, wherein the number of the third connecting members is two and is arranged on both sides of the first end oppositely; The third connecting member includes: A first connecting rod connected to the first end and extending in a direction perpendicular to the direction from the first mounting portion to the first end, the first connecting rod having a third end facing away from the first end, and And the third installation part is arranged at the third end and is fixedly installed on the frame through bolts.
5. The layout assembly of a power system of a large industrial vehicle according to claim 4, wherein, The number of the sliding block parts is two, and the sliding block parts and the two third connecting parts are arranged on the second ends in a one-to-one correspondence manner; The sliding block component is provided with a strip-shaped sliding groove; After the fastening part is removed, the sliding block part is sleeved on the corresponding first connecting rod through the strip-shaped sliding groove, so that the sliding block part can rotate on the corresponding first connecting rod and can be adjusted in a sliding mode, and a bending included angle and a distance between the second installation part and the first end are formed between the second connection part and the first connection part.
6. The layout assembly of a large industrial vehicle powertrain according to claim 5, wherein, The first connecting rod is of a cylindrical structure, and first jacks are circumferentially arranged on the radial side face of the first connecting rod; The sliding block part is provided with second jacks at two sides of the extending direction of the strip-shaped sliding groove; when the second connecting part is adjusted to the target position, the fastening part is jointly penetrated in the corresponding first jack and second jack in a threaded fit mode so as to lock the relative positions of the sliding block part and the first connecting rod.
7. The large industrial vehicle powertrain arrangement assembly of any one of claims 2-6, further comprising: And the fourth connecting part is arranged on the first connecting part, is positioned between the first installation part and the first end, is away from one end of the first connecting part and is connected with the frame, and is used for assisting in fixing the first connecting part.
8. The layout assembly of a large industrial vehicle powertrain of claim 7, wherein the fourth connecting member comprises: A second connecting rod connected to the first connecting member and extending in a direction perpendicular to the direction from the first mounting portion to the first end, the second connecting rod having a fourth end facing away from the first connecting member, and And the fourth installation part is arranged at the fourth end and is fixedly installed on the frame through bolts.
9. The layout assembly of a large industrial vehicle powertrain according to claim 2, wherein, The cross sections of the first connecting part and the second connecting part are arc-shaped so as to form a yielding space on the same side of the first connecting part and the second connecting part respectively; the transmission shaft is arranged in the abdication space.

Description

Arrangement assembly of large-scale engineering vehicle power system Technical Field The application relates to the technical field of large-scale engineering vehicles, in particular to an arrangement assembly of a power system of a large-scale engineering vehicle. Background In the power system layout of large-scale industrial vehicles (such as mining dump trucks, heavy loaders and the like), in order to maximize the utilization of limited chassis space and meet the requirement of the compactness of the whole vehicle, a design scheme of relatively inclining an engine and a gearbox is often adopted. Specifically, the output end of the engine and the input end of the gearbox are not arranged on the same axis, but are arranged at a certain included angle, and are connected through a straight rod transmission shaft, and the two ends of the transmission shaft are respectively provided with a cross shaft universal joint so as to realize power transmission. However, due to the inherent kinematic characteristics of the cross-shaft universal joint, under the condition that an included angle exists between the input shaft and the output shaft, the output angular speed of the cross-shaft universal joint can show periodic fluctuation, namely when an inclined angle exists between the output end of the engine and the input end of the gearbox, even if the input end rotates at a uniform speed, the angular speed of the output end is not constant, and thus the phenomenon of non-uniform speed in the power transmission process is caused. The non-constant speed transmission not only can cause vibration and noise of a transmission system, but also can reduce the overall transmission efficiency, exacerbate the abrasion of parts and influence the running stability and reliability of the whole vehicle. To overcome the technical problems associated with the above-described differential speed transmission, the prior art generally employs a double-universal-joint constant-speed arrangement strategy. Specifically, two cross shaft universal joints are arranged on a transmission path between an engine output end and a gearbox input end, and through accurately adjusting the relative positions of the engine and the gearbox in a three-dimensional space, deflection angles corresponding to the two universal joints are equal, and fork joints at two ends of a middle transmission shaft are in the same plane. Under this condition, the angular velocity fluctuation generated by the former universal joint can be completely counteracted by the latter universal joint, so that the equiangular velocity transmission between the input shaft and the output shaft is realized. The method can effectively solve the problem of inconsistent angular velocity caused by single universal joint inclination arrangement in theory, remarkably improves the stability and efficiency of a transmission system, and is applied to part of high-end engineering vehicles. However, while the above-described double-universal joint constant velocity arrangement is theoretically possible, significant technical hurdles are still faced in practical engineering applications. Because the inclination angles of the engine and the gearbox are required to be strictly matched with the installation positions of the engine and the gearbox in space, a technical means capable of directly and accurately locking the target installation position of the engine or the gearbox according to the preset inclination angle is not available at present. In engineering practice, it is often necessary to try different combinations of relative positions continuously by means of repeated trial and error, measurement and fine adjustment until the double universal joint constant velocity condition is satisfied. The process is time-consuming and labor-consuming, severely restricts the whole vehicle assembly efficiency, is highly dependent on the assembly precision and the experience of operators, and is difficult to realize standardized and automatic production. Therefore, a technical solution capable of quickly and accurately determining the relative installation position of an engine and a gearbox based on a given inclination angle is needed to solve the problems of inconvenient arrangement and low efficiency existing in the current large-scale industrial vehicle power system layout. Disclosure of Invention The embodiment of the application provides an arrangement assembly of a power system of a large industrial vehicle, which solves the defects of transmission non-constant speed caused by oblique arrangement of an engine and a gearbox in the prior art, and simultaneously solves the technical bottlenecks of inconvenient arrangement and low arrangement efficiency in the assembly process of the power system, and the technical scheme is as follows: The embodiment of the application provides an arrangement assembly of a power system of a large-sized industrial vehicle, which comprises a frame, an engine, a gearbox, a