CN204870508U - 工程机械 - Google Patents
工程机械 Download PDFInfo
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- CN204870508U CN204870508U CN201520128319.2U CN201520128319U CN204870508U CN 204870508 U CN204870508 U CN 204870508U CN 201520128319 U CN201520128319 U CN 201520128319U CN 204870508 U CN204870508 U CN 204870508U
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Abstract
本实用新型涉及一种工程机械,尤其是采用自卸卡车或卡车的形式、具有柴油电动牵引驱动器的工程机械,包括:至少一个内燃机、至少一个交流发电机、至少一组动力电子装置以及至少一个电动马达,其中,所述动力电子装置至少部分地布置在所述工程机械的被驱动的驱动轴的区域中。
Description
技术领域
本实用新型涉及一种工程机械,尤其是采用自卸卡车或卡车的形式、具有柴油电动牵引驱动器的工程机械,包括:至少一个内燃机、至少一个交流发电机、至少一组动力电子装置以及至少一个电动马达。
背景技术
自卸卡车或所谓的大型自卸卡车主要用于采煤操作或采矿操作中,以运输所开采的煤、矿物和矿石。这些大批量材料自卸设备的被制造为:尺寸大于90米、重量和有效负载高达数百吨,使其具有很大的整体尺度。
柴油电动驱动器用作牵引驱动器,其中由柴油发动机产生的机械能在交流发电机的协助下被转化为电能以向电动牵引驱动器供电。该过程的原因是:柴油发动机如同所有内燃机一样仅能够在极其受限的速度范围内以理想效率操作,而不能在负载下起动。用于驱动轴的交流(AC)马达也可在较低速度范围内产生期望的扭矩用于起动。所用的内燃机可在理想速度范围内连续操作。
需要对应的动力电子装置控制一个或多个电动马达和交流发电机。它们通常包括一个或多个变频器以调节电动马达的所需速度。
在已知的工程机械中,特别是在自卸卡车中,大型散热器布置在保险杠上方,处于工程机械的沿行进方向的前部中,可在其上行走的上台面设置在散热器上方。操作者舱室典型地沿侧向布置在一个轮的上方,处于上台面的高度处。开关柜可从上台面访问,并包括所需的动力电子装置以控制或调节交流发电机和被驱动的电动马达,该开关柜安装在上台面上靠近操作者仓舱室。另一方面,交流发电机或电动马达本身安装在车架中,其中,电动马达优选地集成到被驱动的后轴中,交流发电机安装为邻近内燃机。
由于工程机械的大尺寸,有必要采用长的线路路径以将交流发电机连接到动力电子装置或将动力电子装置连接到电动马达。因此,所需线缆束必须从车架中的交流发电机向上引导数米直到车辆的上台面,并且从此处回到车架中抵达被驱动的后轴。
然而,长的线路路径会增加线缆设置工作量。巨大的线路长度另外还会增大电磁干扰的可能性,特别是增大动力线与用于将控制信号传送到交流发电机和传送到电动马达的信号线之间的电磁干扰。
实用新型内容
本实用新型的目的是进行一种可克服上述问题的柴油电动驱动系统的可替代设计。
已知的是,工程机械,尤其是采用自卸卡车或卡车的形式、具有柴油电动牵引驱动器的工程机械,包括:至少一个内燃机、至少一个交流发电机、至少一组动力电子装置以及至少一个电动马达。在此基础上,根据本实用新型,建议的是:将动力电子装置或者动力电子装置中的至少一些布置在所述工程机械的被驱动的驱动轴的区域中。
在动力电子装置与电动马达之间所需的线路路径的关键性缩短通过以下方式实现:将动力电子装置布置在被驱动的驱动轴的区域中,即,在被供电的电动马达的区域中。特别地,动力电子装置不再如现有技术已知的那样安装到矿山卡车的上台面上,而是在被驱动的车辆轴的区域中接近地面安装。不仅由此使得更便于接近动力电子装置以具有维护友好性,而且各电子部件之间的所需线路路径也得以缩短,从而使电磁干扰的可能性最小化。此外,由于动力电子装置不再处于上台面上的操作者舱室的危险区域中,因而操作人员的风险进一步减小。
所述至少一个交流发电机、所述动力电子装置和所述至少一个电动马达特别优选地沿行进方向在车辆中前后布置,特别是布置在车架中。由此不仅在电动马达与动力电子装置之间、而且在交流发电机与动力电子装置之间形成特别短的线路路径。根据本实用新型的布置的前述优点被进一步优化。所述动力电子装置至少部分地安装在所述交流发电机与所述被驱动的驱动轴之间是特别优选适合的。
车架典型地包括至少两个框架梁,其平行地延伸,并且在车辆的纵向方向上至少部分平行地延伸。动力电子装置理想地可安装到两个框架梁之间。安装在车架梁之间为动力电子装置提供了额外的保护。此外,这种安装位置的特点在于,由于此区域易于从地面接近且没有其它工作机械部件阻碍接近,因而仅有良好的维护友好性。
可替代地,所述动力电子装置也可至少部分地安装在车架的外侧处,即,在车辆梁的外侧处。还可想到的是:一些动力电子装置紧固到车辆梁之间,而其它一些紧固到至少一个车辆梁的外侧处。存在如下可能:动力电子装置的相应部件安装到左车辆梁之上或之处和右车辆梁之上或之处。
动力电子装置可集成为一个部件位于共用壳体内,共用壳体选择性地可紧固到车架的各车辆梁之间,或者紧固到车辆梁之一的外侧处。还可以想到的是:动力电子装置具有模块化设计,即,所述动力电子装置包括两个或更多个功能模块,每个功能模块具有封装壳体。在此情况下,在车架中的常用布置(即,处于各车辆梁之间)或者在车架外侧处的常用布置是可以想到的。同时,可以想到的是:第一个功能模块在框架中的安装处于各框架梁之间,第二个或进一步的功能模块紧固到框架的外侧处。
对于动力电子装置的单独功能模块的进一步的多种安装可行方案也是自然可以想到的,在此无法穷举。不过,本实用新型的要点包括:动力电子装置(即,至少一些功能模块)与交流发电机和/或与被驱动的驱动轴的距离被设计为尽可能短,以实现根据本实用新型的优点。
根据本实用新型的技术方案的特别的优点使得易于接近动力电子装置,优选地通过使工程机械的料斗(skip)向上倾斜而实现,从而简化维护工作、安装工作和拆卸工作。在常规操作过程中,一方面通过料斗、且另一方面通过车架保护动力电子装置免受外部环境影响。料斗向上倾斜用于安装,并且实现了简单地从上方接近接近。
为此目的,可以想到的是:将一个或多个提升齿轮设置在工程机械处,特别是在料斗的区域中,特别优选地处于料斗的前下边缘处,从而能够拿起(takeup)动力电子装置或单独功能模块。对于动力电子装置或对于动力电子装置的单独部件,可在提升齿轮的协助下提供简单的安装可行方案或拆卸可行方案。除了竖直提升运动以外,提升齿轮另外还可提供负载的水平运动,从而能够容易地移动所拿起的功能模块。
附图说明
根据本实用新型的工程机械的进一步的优点和性能可从附图中所示的实施例得到。附图中示出:
图1-图4示出根据本实用新型的自卸卡车的多个示意图;
图5示出根据本实用新型的自卸卡车的驱动系统的详细立体图;
图6-图8示出根据本实用新型不同实施例的驱动系统的示意图;
图9示出动力电子装置的详细视图;
图10示出具有提升齿轮的自卸卡车的侧视图;和
图11示出根据本实用新型的车架的不同示意图,其中动力电子装置具有不同的安装位置。
具体实施方式
自卸卡车10显示在图1至图4中。在此处,所称的大型自卸卡车例如用在在矿山中。由电动马达(没有更详细显示)驱动的前轮14和后轮16被支承在刚性框架12处。后轮16被设计为具有双轮胎。
料斗18被枢转地连接到框架12,并可通过设置在车辆两侧处的液压提升缸20而枢转。车辆10由处于车辆10沿行进方向的前部的区域中的保险杠22来定界(bound)。散热器模块24布置在保险杠22的上方。上台面26相应在散热器模块24的上方在自卸卡车10的宽度上延伸。操作者舱室28布置在上台面26的一侧处。在此处所示实施例中,操作者舱室28位于上台面26的沿行进方向的左侧处。操作者舱室28因而处于左前轮14上方。
自卸卡车10包括电绝缘式驱动器,其在图5中的车架12的详细立体图中可容易地识别出。所述驱动器包括柴油机40,安装在车架12中处于沿行进方向观察时的前部区域中。内燃机40具体地坐落在上台面26和操作者舱室28之下的前轴14的区域中。所需的燃料箱被接纳在前轮轴14与后轮轴16之间,位于框架12处,处于沿行进方向的车辆左侧处。
内燃机40以机械方式驱动交流发电机60以产生所需电能用于电动牵引驱动器。集成到后轮轴16中的左右处的两个交流(AC)马达80用作牵引驱动器。在后轴16的每个车辆侧使用分开的马达优化了转弯和机动性,这是因为可为各被驱动轮选择不同的速度。具有例如变频器等所需的动力部件的动力电子装置100可用于控制或调节电动马达80和交流发电机60。
自卸卡车的很多次级消耗体不再由交流发电机60产生的能量进行电驱动,而是替代地通过液压供能。次级消耗体例如为:液压提升缸20、自卸卡车10的驱动转向器(其同样通过液压方式实现)、和用于冷却电动马达80、动力电子装置100、交流发电机和任何其它部件的一个或多个液压风扇马达。
次级消耗体所需的液压油由液压箱32提供,液压箱32位于车辆10的与燃料箱31相反设置的一侧处。
根据图5的详细视图,车架12包括两个纵向框架梁12a、12b,两个纵向框架梁12a、12b平行延伸并在其中心处支承车辆总体驱动系统。在所示实施例中,泵分动箱(pumptransfercase)50直接安装在发动机40处,处于马达机轴的区域中的后部。分动箱包括:连续机轴,其在外侧处经由万向轴55连接到交流发电机60。输出动力由此几乎无损地传递到交流发电机60。
分动箱50另外还提供多个动力输出器(PTO)51、52,经由动力输出器51、52,少部分的发动机输出动力被分流并用于驱动次级消耗体。在图5所示的实施例的变型中,已经证实有利的是:万向轴55仅用于向交流发电机60提供所需扭矩。分动箱50的负载不接触万向轴55。
内燃机40的动力(特别是用于自卸卡车的大动力发动机中的动力)所引起的大振动可经由万向轴55传递到交流发电机60。这种设计的结果是交流发电机60易于发生任意振动,因而将额外的离合器集成到交流发电机60与柴油机40之间。特别地,具有集成扭转振动缓冲器的离合器直接集成到分动箱50中。
图5所示的实施例在交流发电机的端处形成额外的结构空间,使得解析器(resolver)/旋转编码器70在动力电子装置100与交流发电机60之间具有空间(见图6)。可用的结构空间允许使用传统的解析器70,解析器70可在没有任何复杂/昂贵的新设计或改造的情况下安装。由此可节省额外的开发成本和生产成本。
通过利用紧固夹在框架联结处组装驱动器部件40、50、60。在根据图5的示意图中,内燃机40的紧固机构另外还必须支承分动箱50的重量。交流发电机60的紧固机构沿横向焊接以将交流发电机紧固到纵向梁12a、12b而处于各纵向梁之间的区域中。
为了清楚起见,根据图5的实施例在图6中再次示意性示出。除了图5中可见的动力输出器51、52以外,分动箱50还包括第三个动力输出器。用于提供所需液压力以操作提升缸20的液压泵例如由第一动力输出器51驱动。第二动力输出器52驱动用于液压转向器的泵,而另一液压泵联接到第三动力输出器53,用于向一个或多个液压风扇马达或其它液压消耗体施加压力。图5和图6的示意图明确地显示出总共三个动力输出器,不过具有更少或更多动力输出器的实施例也是可以想到的,只要能提供所需的交流发电机动力即可。各个液压泵经由各正齿轮部分连接到动力输出器51、52、53。
对于图5和图6的实施例而言可替代地,分动箱50还可直接布置在交流发电机60处,如图8中可见,然后在交流发电机的输入处以相对于图5和6呈镜像颠倒的方式进行组装。在发动机输出轴与分动箱之间的连接通过额外的万向轴55实现。为此,万向轴55必须提供用于驱动交流发电机60和分动箱50所需的全部动力。可替代实施例具有的优点是:内燃机40的更换可更简单,这是因为仅需要拆卸万向轴55的端部联接。此外,内燃机所需的紧固机构不必在自卸卡车10的框架12处支承分动箱50的额外重量。分动箱50能够进一步额外支承交流发电机。
进一步的可替代实施例在图7中可见,据此,泵分动箱50直接连接到内燃机40和交流发电机60。额外的万向轴可根据需要被引导穿过交流发电机60,以允许在交流发电机60的输出部处联接进一步的动力输出器54。
在现有技术的已知解决方案中,用于自卸卡车的柴油电动驱动器的动力电子装置位于操作者舱室旁的上台面上的大型开关柜中。不过,由于所产生的高电力,动力电子装置对于操作人员具有潜在的高风险。因此,具有集成动力电子装置的开关柜仅可由专门训练的技术人员进行操作或开启和维护。
由于自卸卡车10的尺寸巨大,因而先前的上台面上的开关柜的布置必须接受很长的线路路径,以将动力电子装置一方面电连接到交流发电机且另一方面电连接到集成于后轴中的电动马达。因此,所需的线缆束首先必须从车架中的交流发电机向上引导数米直到车辆上台面,且必须由此向回铺设到车架中至后部被驱动的后轴。
然而,长的供应路径会增大线缆设置工作量。巨大的线路长度还会进一步增大电磁干扰的可能性,特别是增大在动力线与用于将控制信号传送到交流发电机和传送到电动马达的信号线之间的电磁干扰的可能性。
根据本实用新型的自卸卡车10的设计现在不同于现有技术中已知的先前的解决方案,替代的是,不将动力电子装置100定位在上台面26上,而是尽可能靠近地处于柴油电驱动系统的区域中,即,处于被驱动的后轴16的区域中,紧邻电动马达80和/或交流发电机60。图5示出动力电子装置100的的可能安装位置。由于动力电子装置100集成在车架12中,因而与交流发电机60和与被驱动的后轴16中的电动马达80的间隔小得多。由此实现相对较短的线路路径和信号路径,使得不希望出现的线间串扰最小化,对控制信号的干扰影响因而减小。柴油电动驱动器的总体线缆设置比现有技术中所示的解决方案在设计上更是简单得多。
另外,整个动力电子装置100不是被容纳在共用壳体(开关柜)中,而是替代地具有模块化的设计。根据图9的示例性实施方案,动力电子装置100包括总共三个分立的功能模块101、102、103,每个功能模块被容纳在其自己的封装壳体中。图9示出在接纳框架110上彼此相邻成排的盒状的功能模块101、102、103。封装壳体被制备为实心结构,因而提供了保护免受诸如水、灰尘和石屑之类的外来物的影响。
动力电子装置或各个功能模块101、102、103安装在被驱动的后轴16的区域中处于车架12的两个纵向梁12a、12b之间,即,通过所用的紧固框架110的协助被紧固到纵向梁12a、12b。各个功能模块101、102、103的前、后侧(即,盒形状的面向交流发电机60和电动马达80的侧部)包括:多个电端子104、105,用于各功能模块101、102、103之间相互电联接和用于连接交流发电机60和电动马达80。
中间的功能模块102例如包括用于控制/调节交流发电机60所需的所有控制部件。交流发电机60因此经由功能模块102前侧上的端子104联接到动力电子装置。与此不同的是,功能模块101、103包括用于向电动马达80馈给所需的变频器,其中,相应的功能模块101、103被分配给仅一个电动马达80。各功能模块101、102、103之间的连接于是通过功能模块101、102、103后侧(即,面向电动马达80的侧部)上的可用端子105而建立。与马达80的连接同样通过端子105实现。线缆设置在图5中未显示,不过在图6至图8中示意性示出。
除了电端子104、105以外,在前侧还具有外端子108,用于动力模块的集成的基于液体的冷却结构。功能模块101、102、103的每个封装壳体因而包括其自身的集成冷却结构。
图5的示意图显示出动力电子装置100的可用功能模块101、102、103的在车架12的纵向梁12a、12b之间的常用布置。这种布置对应于图11a的示意图,图11示出车架12的平面视图。
可替代的布置示出在图11b中,根据该布置,动力电子装置100不再安装到梁12a、12b之间,而是安装到车辆梁12b沿行进方向的外部右侧。自然也可以想到的是:将整个动力电子装置100安装到沿行进方向观察时的左侧上,即,安装到车辆梁12a处。
图11c示出进一步的可行方案,根据该方案,动力电子装置100的各个功能模块安装到纵向梁12a、12b的左右两旁。例如,功能模块101、102、103分散在框架处不同安装位置上是可以的,例如用于尽可能减小负责电动马达的功能模块101、103和相应的电动马达80之间的距离。
除了图11a至11c所示实施例以外,自然也可想到如下布置:其中,一些动力电子装置100紧固到车架12的梁12a、12b之间,而另外的部分安装到外侧处。
图10现在示出所示解决方案的进一步的优点。除了已经显示的技术优点以外,由于动力电子装置100的接近于地(closetotheground)的安装位置,因而具有更好的接近性以在动力电子装置100处实现维护工作、组装工作和拆卸工作。仅有料斗18必须倾斜以便接近动力电子装置进行维护(图10)。
所需的模块101、102、103可单独移除或共同移除,不必再长距离地从自卸卡车的上台面26移动或移动到自卸卡车的上台面26。此外,在设计中,当动力电子装置有故障时,各个模块101、102、103可直接更换,而不必现场修理。可免配现场的专门训练的技术人员,并且机械10由于故障所致的停工时间可最小化。
可替代地,如图10中所示,至少一个提升齿轮可紧固到料斗的下边缘,从而能够拿起动力电子装置100或单独的模块101、102、103用以进行组装/拆卸。理想地,所用的提升齿轮除了允许竖直提升运动以外,还允许水平运动以移动所拿起的负载。
此外还应指出:动力电子装置100在车架12处的有利布置(图11a-11c)不仅适用于动力电子装置的模块化设计,而且适用于单一壳体中的传统设计。如果安装在上台面26上或者车辆10的其它部位,则动力电子装置的模块化类型的设计也同样是可以想到的。
Claims (12)
1.一种工程机械,具有柴油电动牵引驱动器,包括:至少一个内燃机、至少一个交流发电机、至少一组动力电子装置以及至少一个电动马达,
其特征在于:
所述动力电子装置至少部分地布置在所述工程机械的被驱动的驱动轴的区域中。
2.根据权利要求1所述的工程机械,所述工程机械是采用自卸卡车或卡车的形式。
3.根据权利要求1所述的工程机械,其特征在于:
所述至少一个交流发电机、所述动力电子装置和所述至少一个电动马达在车辆处沿行进方向前后布置。
4.根据权利要求1所述的工程机械,其特征在于:
所述至少一个交流发电机、所述动力电子装置和所述至少一个电动马达在车辆的车架处沿行进方向前后布置。
5.根据权利要求1所述的工程机械,其特征在于:
所述动力电子装置被布置为至少部分地位于所述交流发电机与所述被驱动的驱动轴之间。
6.根据权利要求4所述的工程机械,其特征在于:
所述动力电子装置被布置为至少部分地位于所述车架的两个框架梁之间。
7.根据权利要求4所述的工程机械,其特征在于:
所述动力电子装置被安装为至少部分地位于所述车架的外侧处。
8.根据权利要求4所述的工程机械,其特征在于:
所述动力电子装置分为两个或更多个功能模块,每个功能模块具有封装壳体。
9.根据权利要求8所述的工程机械,其特征在于:
所述功能模块被布置在所述车架中处于所述框架梁之间和/或布置在所述车架的外侧处。
10.根据前述权利要求中任一项所述的工程机械,其特征在于:
通过将所述工程机械的料斗向上倾斜,所述动力电子装置能够被接近用于进行维护、安装和/或拆卸。
11.根据权利要求10所述的工程机械,其特征在于:
用于安装或拆卸的提升齿轮提供在所述工程机械中。
12.根据权利要求11所述的工程机械,其特征在于:
用于安装或拆卸的提升齿轮提供在所述工程机械的料斗区域中。
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US (1) | US9771037B2 (zh) |
CN (1) | CN204870508U (zh) |
AU (1) | AU2015200970B2 (zh) |
CA (1) | CA2883025C (zh) |
DE (1) | DE102014003203A1 (zh) |
FR (1) | FR3018226B1 (zh) |
RU (1) | RU2681463C2 (zh) |
ZA (1) | ZA201501486B (zh) |
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RU199960U1 (ru) * | 2019-12-30 | 2020-09-29 | федеральное государственное бюджетное образовательное учреждение высшего образования "Московский государственный технический университет имени Н.Э. Баумана (национальный исследовательский университет)" (МГТУ им. Н.Э. Баумана) | Тяговый электрический привод для гибридной шарнирно-сочлененной рабочей машины |
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- 2015-03-05 RU RU2015107848A patent/RU2681463C2/ru active
- 2015-03-05 FR FR1551876A patent/FR3018226B1/fr active Active
- 2015-03-05 US US14/639,938 patent/US9771037B2/en active Active
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Also Published As
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RU2015107848A (ru) | 2016-09-27 |
AU2015200970B2 (en) | 2018-03-08 |
RU2681463C2 (ru) | 2019-03-06 |
FR3018226A1 (zh) | 2015-09-11 |
ZA201501486B (en) | 2016-01-27 |
US20150251610A1 (en) | 2015-09-10 |
FR3018226B1 (fr) | 2019-06-14 |
CA2883025C (en) | 2022-03-29 |
CA2883025A1 (en) | 2015-09-06 |
AU2015200970A1 (en) | 2015-09-24 |
US9771037B2 (en) | 2017-09-26 |
DE102014003203A1 (de) | 2015-09-10 |
RU2015107848A3 (zh) | 2018-08-30 |
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