CN219883667U - Electric drive bridge system and electric truck - Google Patents
Electric drive bridge system and electric truck Download PDFInfo
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- CN219883667U CN219883667U CN202321312459.6U CN202321312459U CN219883667U CN 219883667 U CN219883667 U CN 219883667U CN 202321312459 U CN202321312459 U CN 202321312459U CN 219883667 U CN219883667 U CN 219883667U
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- 238000013461 design Methods 0.000 description 5
- 238000005265 energy consumption Methods 0.000 description 5
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- 238000010009 beating Methods 0.000 description 1
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Abstract
The utility model relates to an electric drive axle system and an electric truck. The electric drive bridge system is provided with a first electric drive bridge and a second electric drive bridge, wherein the first electric drive bridge is provided with at least one first motor, a first gear-free speed reducer connected with the first motor, a first axle and a second axle connected with the first gear-free speed reducer; the second electric drive axle is provided with at least one third motor, a first gear shifting speed changer and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle. An electric truck has an electric drive axle system according to the present utility model.
Description
Technical Field
The utility model relates to an electric drive axle system and an electric truck.
Background
A variety of multi-axis drive heavy trucks are currently known in china, such as 6-wheel-4 drive, 8-wheel-4 drive, etc. Wherein, no matter the oil car, or the electric drive car, two rear axle actuating system speed ratio is the same. Especially, the electric multi-shaft driving truck has the same structure as two driving axles, each driving axle adopts a 2-3 gear shifting mechanism, and in the using process of the vehicle, the gear shifting synchronism of two axles is poor or the synchronism difficulty is high, so that the tire grinding or gear shifting mechanism tooth beating is easy to cause, and the gear shifting strategy is complex.
In addition, it is also known that some electric trucks abroad use 6-wheel-drive 4-drive, and the total weight is about 37 tons. In the control strategy, a single motor on one drive axle is used as a driver under a cruising working condition, and a double motor on the other drive axle is used as a driver under a power working condition, so that different driving modes in different scenes are realized. However, because the two electric drive bridges are not provided with the gear shifting mechanism, a single motor cannot be used for applying power working conditions, and under the working conditions of high speed and gradient, the single motor is used as a driver for cruising working conditions, so that the working point of the motor easily exceeds a high-efficiency area, the energy consumption is obviously higher when the vehicle runs on a road with frequent slope, and the power of the motor is required to be larger.
Therefore, in view of various road types in China and numerous working conditions, the electric drive bridge system is required to have wide adaptability, and meanwhile, energy conservation is required to reduce transportation cost.
In addition, electric trucks are related to heavy, medium and light trucks and various working vehicles (such as a mixer truck, a dump truck and the like), and electric drive axles of various vehicle types often need to be designed separately, and if the electric drive axles can be designed based on one electric drive axle system frame, the design cost and the manufacturing cost can be greatly reduced if different vehicle types only need to be modified or expanded on the basis. Therefore, an electric drive bridge system or an electric drive bridge structure which can be widely applied to various vehicle types as much as possible is also the current effort direction.
Disclosure of Invention
Based on the above mentioned prior art, the technical problem to be solved by the present utility model is to provide an electric drive bridge system, which has wide adaptability to various road conditions and working conditions, and the motor can be kept in a high-efficiency area as much as possible during running, so that more energy is saved, and meanwhile, the electric drive bridge system can be suitable for most electric truck types. The object of the utility model is also to provide an electric truck with an electric drive axle system according to the utility model.
The electric drive bridge system comprises a first electric drive bridge and a second electric drive bridge, wherein the first electric drive bridge is provided with at least one first motor, a first gear-free speed reducer connected with the first motor, a first axle and a second axle connected with the first gear-free speed reducer; the second electric drive axle is provided with at least one third motor, a first gear shifting speed changer and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
The core concept of the utility model is an organic combination of two electric drive bridges, more precisely a fixed gear ratio electric drive bridge and a shiftable electric drive bridge, by which the utility model can be widely applied to various road conditions and working conditions, which are not just applicable but at the same time ensure that the utility model can be kept in a high-efficiency zone for a large part of the time. In the context of the present utility model, a high efficiency region of the motor means a motor efficiency in the range of 90% to 97%. In addition, through the organic combination of the two electric drive bridges, the motor controller and the gear shift controller are more reasonable in design and can be well integrated. The electric drive bridge system based on the utility model can be suitable for various operation vehicles, not only can be suitable for transportation trucks, but also can be suitable for mixer trucks, dumpers and the like. Therefore, the electric drive bridge system creates an electric drive bridge structure or an electric drive bridge platform, provides a plurality of feasible schemes on the basis, and solves the problem that the dynamic property and the economical property of the electric drive system of the multi-shaft electric vehicle cannot be compatible at the same time.
In a preferred embodiment of the utility model, the first electrically driven bridge has a first motor, a first gear-free reduction gear connected to the first motor, a first axle connected to the first gear-free reduction gear, a second motor, a second gear-free reduction gear connected to the second motor, a second axle connected to the second gear-free reduction gear; the second electric drive axle is provided with a third motor, a first gear shifting speed changer and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
In a preferred embodiment of the utility model, the first electrically driven bridge has a single first motor, a first gear-free speed reducer connected with the first motor, a first axle connected with the first gear-free speed reducer, and a second axle; the second electric drive axle is provided with a third motor, a first gear shifting speed changer and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
In a preferred embodiment of the utility model, the first electrically driven bridge has a first motor, a first gear-free reduction gear connected to the first motor, a first axle connected to the first gear-free reduction gear, a second motor, a second gear-free reduction gear connected to the second motor, a second axle connected to the second gear-free reduction gear; the second electric drive axle is provided with a third motor, a first gear shifting speed changer connected with the third motor, a fourth motor, a second gear shifting speed changer connected with the fourth motor and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, the fourth motor is connected with the input shaft of the second gear shifting speed changer, an output shaft of the fourth gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
In a preferred embodiment of the utility model, the first electrically driven bridge has a single first motor, a first gear-less reducer connected to the first motor, a first axle connected to the first gear-less reducer, and a second axle; the second electric drive axle is provided with a third motor, a first gear shifting speed changer connected with the third motor, a fourth motor, a second gear shifting speed changer connected with the fourth motor and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, the fourth motor is connected with the input shaft of the second gear shifting speed changer, an output shaft of the fourth gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
In a preferred embodiment of the utility model, the first and/or the second gear change transmission is designed as a two-speed transmission having a high gear and a low gear, wherein the gear ratio of the two-speed transmission is selected between 13:1 and 55:1. This may enable the second electrically driven bridge to be selected between the economy cruise mode and the power mode depending on power demand and/or load.
In a preferred embodiment of the present utility model, the first axle, the second axle, the third axle and the fourth axle are each connected to the respective wheels at a constant speed. This means that no hub reduction (such as a planetary gear reduction) is provided between the wheels and the axles, which on the one hand reduces the overall weight of the electrically driven axle and on the other hand also reduces the number of parts and complexity.
In a preferred embodiment of the present utility model, the first motor, the second motor, the third motor and the fourth motor are selected to be motors of the same specification or different specifications. By this design, it is first of all shown that the compatibility of the electrically driven bridge system according to the utility model is good, since no motor needs to be selected deliberately for different operating conditions. In addition, the motor control complexity can be reduced, and the logistic cost and the maintenance cost are facilitated, especially when a plurality of motors are adopted with the same specification.
In a preferred embodiment of the utility model, the power ratings of the first motor, the second motor, the third motor and the fourth motor are each selected between 80 and 200 kw. In this case, not only most of the working conditions can be satisfied, but also energy can be saved as much as possible for most of the road conditions. Particularly for transporting electric trucks, the transportation costs can be significantly reduced compared to oil trucks.
In a preferred embodiment of the utility model, the electro-bridge system has an electro-bridge controller configured to enable switching of a single motor drive mode, a dual motor drive mode, a three motor drive mode and/or a four motor drive mode depending on the scene requirements. Through the above switching of the various driving modes, various working conditions and road conditions can be greatly adapted, namely, the scenes are described herein, such as the scenes relate to vehicle starting, vehicle cruising, vehicle climbing and the like.
In a preferred embodiment of the utility model, the electric drive bridge system has an electric drive bridge controller configured to control the target torque of the first motor, the second motor, the third motor and/or the fourth motor between 200 and 300 nm, and the target rotational speed between 4000 and 6000 rpm. This design can be adjusted according to the number of motors and is not limited to having to be provided with four motors. The applicant has proved through experiments that such a control strategy is very advantageous, by controlling the torque and the rotational speed of the motor, the motor can be kept as high as possible in a high-efficiency zone, whereby the energy consumption can be reduced to a great extent. Furthermore, such a control strategy is particularly advantageous when used in connection with an electrically driven bridge system according to the utility model, since the electrically driven bridge system according to the utility model provides the premise that the electric machine can always be operated in a high-efficiency zone under various operating conditions, that is to say can be kept in the high-efficiency zone in most cases, whereby the energy consumption is reduced.
Another aspect of the utility model also relates to an electric truck having an electric drive axle system according to the utility model. The electric truck according to the utility model has at least two axles, preferably three axles. Advantageously, the electric drive axle system according to the utility model is a center axle and a rear axle. In the electric truck according to the utility model, the individual axles are designed to carry a load of 7 to 16 tons, and the total vehicle weight can be up to 60 tons.
In general, the electric drive bridge system solves the problem of poor applicability of electric commercial vehicle scenes, so that the electric drive bridge can be widely applied to electric trucks, particularly medium-heavy electric trucks, and solves the problem that the power performance and the economy of the electric drive system of the multi-axle vehicle cannot be compatible at the same time. Through the preferred embodiments of the utility model, the electric drive bridge system or the electric truck according to the utility model can further reduce energy consumption and operation cost, thereby generating greater advantages relative to an oil truck and improving the future market penetration of the electric truck.
Drawings
The above features and advantages of the present utility model and the manner in which the same are accomplished are described in detail below in connection with the specific embodiments and with reference to the accompanying drawings, but the present utility model is not limited to the features of the specific embodiments. In the drawings:
fig. 1 shows a schematic view of an embodiment of an electrically driven bridge system according to the utility model.
Detailed Description
The electric drive axle system according to the utility model shown in fig. 1 has a first electric drive axle with a first electric motor 1, a first gear-free reduction gear 2 connected to the first electric motor 1, a first axle 10 connected to the first gear-free reduction gear 2, a second electric motor 3, a second gear-free reduction gear 4 connected to the second electric motor 3, and a second axle 11 connected to the second gear-free reduction gear 4, wherein the first axle and the second axle are each connected to a respective wheel at a constant speed; the second electrically driven axle has a third electric machine 5, a first two-speed transmission 6, a differential assembly 7, a third axle 8 and a fourth axle 9 connected to the differential assembly 7, wherein the third electric machine is connected to the input shaft of the first two-speed transmission, the output shaft of the first two-speed transmission is connected to the differential assembly, the differential assembly is connected to the third axle and the fourth axle, which are connected to the respective wheels at equal speeds. In the embodiment shown in fig. 1, the axle is therefore connected to the wheels at a constant speed, which means that no hub reduction is provided between the wheels and the axle, so-called hub reduction being typically a planetary gear reduction.
The electric drive bridge system has wide road condition adaptability and can adapt to most road conditions.
In normal cruising conditions, the road remains substantially flat, when the first and second motors of the first electrically driven bridge are operated, and the efficiency of the first and second motors can be easily maintained in the high efficiency zone. In addition, the third electric machine of the second electrically driven bridge can also be operated in cruising mode when the high gear is engaged, depending on the power demand and/or load.
In small uphill grades of electric trucks, such as road conditions with a grade of 1 to 2 degrees, only the third electric machine may be used, wherein the first-gear transmission is engaged in a high gear, at which time sufficient power may be provided. Meanwhile, the first motor and the second motor may not operate. Energy can thereby be saved and the efficiency of the third motor can be maintained in the high efficiency zone.
In larger grades on electric trucks, such as road conditions with grades of 2 to 5 degrees, only the third electric machine may be used, with the first-second transmission engaged in a low gear. At the same time, the first motor and the second motor do not operate. Energy can thereby be saved and the efficiency of the third motor can still be maintained in the high efficiency zone.
When the gradient is greater than 5 degrees, the first motor, the second motor and the third motor can be used simultaneously, wherein the gear of the first two-gear transmission is engaged and can be selected according to the actual load and the like, and therefore required power is met. Typically this road condition is not a normal road condition, and a short increase in energy consumption is acceptable.
Thus, for the entire stroke, the three motors remain in the high efficiency zone most of the time, and are therefore very energy efficient as a whole.
For the present embodiment, the load of the first or second electric drive bridge may be 7 to 16 tons, and the rated power of the single motor may be 80 to 200 kw, so that the electric drive bridge architecture can meet most truck types and various work vehicles.
It should be noted that, in the present utility model, ordinal numbers such as "first" and "second" are merely used to distinguish one entity from another entity, and do not require or imply a specific order between the entities, nor do ordinal numbers correspond to the number.
It will be appreciated by persons skilled in the art that the above-described embodiments are merely examples and that various modifications, combinations, partial combinations and substitutions may be made to the embodiments of the utility model according to design requirements and other factors, provided that they fall within the scope of the appended claims or their equivalents, i.e. within the scope of the claims to be protected.
Claims (10)
1. An electric drive bridge system is provided with a first electric drive bridge and a second electric drive bridge, and is characterized in that the first electric drive bridge is provided with at least one first motor, a first gear-free speed reducer connected with the first motor, a first axle and a second axle connected with the first gear-free speed reducer; the second electric drive axle is provided with at least one third motor, a first gear shifting speed changer and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
2. The electric drive axle system of claim 1, wherein the first electric drive axle has a first motor, a first gear-less reduction gear coupled to the first motor, a first axle coupled to the first gear-less reduction gear, a second motor, a second gear-less reduction gear coupled to the second motor, and a second axle coupled to the second gear-less reduction gear; the second electric drive axle is provided with a third motor, a first gear shifting speed changer and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
3. The electric drive axle system of claim 1, wherein the first electric drive axle has a single first motor, a first non-gear reducer coupled to the first motor, a first axle coupled to the first non-gear reducer, and a second axle; the second electric drive axle is provided with a third motor, a first gear shifting speed changer and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
4. The electric drive axle system of claim 1, wherein the first electric drive axle has a first motor, a first gear-less reduction gear coupled to the first motor, a first axle coupled to the first gear-less reduction gear, a second motor, a second gear-less reduction gear coupled to the second motor, and a second axle coupled to the second gear-less reduction gear; the second electric drive axle is provided with a third motor, a first gear shifting speed changer connected with the third motor, a fourth motor, a second gear shifting speed changer connected with the fourth motor and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, the fourth motor is connected with the input shaft of the second gear shifting speed changer, an output shaft of the fourth gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
5. The electric drive axle system of claim 1, wherein the first electric drive axle has a single first motor, a first non-gear reducer coupled to the first motor, a first axle coupled to the first non-gear reducer, and a second axle; the second electric drive axle is provided with a third motor, a first gear shifting speed changer connected with the third motor, a fourth motor, a second gear shifting speed changer connected with the fourth motor and a differential mechanism assembly, wherein the third motor is connected with an input shaft of the first gear shifting speed changer, an output shaft of the first gear shifting speed changer is connected with the differential mechanism assembly, the fourth motor is connected with the input shaft of the second gear shifting speed changer, an output shaft of the fourth gear shifting speed changer is connected with the differential mechanism assembly, and the differential mechanism assembly is connected with a third axle and a fourth axle.
6. The electrically driven bridge system according to claim 4, characterized in that the first and/or the second gear change transmission is designed as a two-speed transmission having a high gear and a low gear, wherein the two-speed transmission gear ratio is selected between 13:1 and 55:1.
7. The electric drive axle system of claim 1, wherein the first axle, the second axle, the third axle, and the fourth axle are each coupled to a respective wheel at a constant speed.
8. The electric drive bridge system of claim 2, wherein the first motor, the second motor, and the third motor are selected to be motors of the same specification, rated powers of the first motor, the second motor, and the third motor are respectively selected to be between 80 and 200 kw, and the electric drive bridge system has an electric drive bridge controller configured to control target torque of the first motor, the second motor, and the third motor to be between 200 and 300 nm, and target rotational speed to be between 4000 and 6000 rpm.
9. An electric truck having an electric drive axle system according to any one of claims 1 to 8.
10. The electric truck of claim 9, wherein the electric truck has at least two axles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321312459.6U CN219883667U (en) | 2023-05-26 | 2023-05-26 | Electric drive bridge system and electric truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321312459.6U CN219883667U (en) | 2023-05-26 | 2023-05-26 | Electric drive bridge system and electric truck |
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| Publication Number | Publication Date |
|---|---|
| CN219883667U true CN219883667U (en) | 2023-10-24 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321312459.6U Active CN219883667U (en) | 2023-05-26 | 2023-05-26 | Electric drive bridge system and electric truck |
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| Country | Link |
|---|---|
| CN (1) | CN219883667U (en) |
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2023
- 2023-05-26 CN CN202321312459.6U patent/CN219883667U/en active Active
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