Battery-swappable transport vehicle with no intermediate transmission shaft

Abstract

The present invention provides a battery-exchangeable transport vehicle without an intermediate transmission shaft. The battery-exchangeable transport vehicle without an intermediate transmission shaft includes a vehicle frame, a front axle assembly mounted at the front end of the vehicle frame and configured to drive the vehicle's front wheels, a drive combiner including a drive combiner box (10) integrating at least two power sources (1) and an axle housing assembly (9), and a quick-change battery (11) removably mounted at the bottom of the vehicle frame and positioned between the front axle assembly and the drive combiner. In this vehicle, by shifting the power source rearward and placing it as close as possible to the axle at the rear end of the vehicle frame, and eliminating the intermediate transmission shaft connecting the drive combiner box and the axle, not only does power transmission efficiency improve, but the space for battery placement and the capacity of the on-board battery are increased, thereby increasing the transport vehicle's cruising range. This also improves the battery exchange efficiency at battery exchange stations.

Description

[Technical field]

[0001] The present invention relates to the technical field of vehicles, and in particular to a battery-exchangeable transport vehicle without an intermediate transmission shaft. [Background technology]

[0002] With the worsening of the energy crisis and environmental pollution problems, many countries around the world, especially China, a major automobile powerhouse, strongly advocate and pay attention to the development of electric vehicles, and the electric drive system of electric vehicles has become a key area of ​​research and development for companies. However, in the application field of large-tonnage vehicles, the vehicle requires a relatively large output torque and must guarantee a relatively high maximum vehicle speed, so many companies adopt a single high-torque, low-revolution drive motor and use it together with a reduction gear with a fixed speed ratio. This leads to problems such as the heavy weight of the electric drive system, high manufacturing costs, and insufficient power performance at medium and high speeds. Some companies adopt multi-stage AMT (Automated Mechanical Transmission) instead of the reduction gear. However, although the power performance of the vehicle at medium and high speeds has improved to some extent, there is still a power interruption due to frequent shift changes, which reduces comfort and further increases the cost of the system. In addition, if the motor breaks down, the vehicle cannot be driven normally.

[0003] The technical proposals of the power system of a conventional pure electric vehicle are mainly divided into two types. The first proposal is that the electric drive assembly is connected to the axle through a transmission shaft. The electric drive assembly, the transmission shaft, and the axle are independent of each other and are connected to each other using standard parts when assembling the entire vehicle. The electric drive assembly includes a motor and an electronic control device, and is divided into an integrated type and a separate type. The second proposal is an electric drive axle. The motor and the axle are integrated and directly assembled as a single unit when assembling the entire vehicle. Depending on the needs of the entire vehicle, the electric drive axle product may integrate an electronic control device, an integrated reduction device, or an integrated transmission device. The number of motors is one or two, and if a main reduction device is not installed, the two motors are respectively connected to the wheels to form a wheel side motor or an in-wheel motor.

[0004] However, of the two above plans, the first plan has a transmission shaft, and although there are few changes to the axle and motor itself, the weight increases due to the transmission shaft, and the transmission efficiency also decreases. In the second plan, the integration of the electric drive axle is high, saving the overall space of the vehicle, but the mass of the assembly is large, increasing the unsprung weight, which affects NVH.

[0005] In addition, in order to increase the range of the battery alone, battery-swap heavy trucks and transport vehicles for long-distance transportation usually adopt the method of lifting the vehicle to replace the battery, or adding auxiliary small batteries or other additional batteries under the vehicle. This can increase the effective driving range of the transport vehicle, but it combines multiple battery swapping methods in one vehicle, which increases the complexity of the battery swapping technology of the battery swapping station, increases the vehicle's own weight, and increases the price of the battery swapping station and the battery swapping vehicle. Summary of the Invention [Problem to be solved by the invention]

[0006] In view of the above problems, a battery-exchangeable transport vehicle without an intermediate transmission shaft is proposed that overcomes or at least partially solves the above problems. [Means for solving the problem]

[0007] One objective of this application is to solve the technical problem that in the prior art battery-changeable heavy trucks or transport vehicles, when the method of replacing the battery from the bottom of the vehicle, i.e., lifting vertically from the bottom to quickly replace the battery, as used by Jizhi New Energy Vehicle Co., Ltd. or NIOSH Automobile Co., Ltd., is adopted, which is that the arrangement space for the quick-change battery is insufficient, the battery capacity is small, and even the mileage of the battery-changeable heavy trucks or transport vehicles is affected.

[0008] A further objective of the present application is to solve the technical problems that in the prior art, in battery-swap heavy trucks or transport vehicles, in order to increase the mileage, multiple battery swapping methods are combined in one vehicle, which results in complex battery swapping technology and battery swapping methods at the battery swapping stand, increased vehicle weight, high prices for the battery swapping stand and battery swapping vehicle, and a long period of time required for battery swapping, making it impossible to highlight the advantages of the quick battery swapping technology of the battery swapping stand.

[0009] A further object of the present application is to solve the technical problem of high unsprung weight of vehicles in the prior art.

[0010] A further object of the present application is to solve the technical problem in the prior art that the power transmission efficiency is low due to the large weight of the transmission shaft connecting the electric drive assembly and the axle.

[0011] A further object of the present invention is to provide a multi-motor flexible torque drive synthesis box that can ensure power performance in the medium to high speed range while responding to large torque requirements in low speed operating conditions, reduce manufacturing costs, and improve the reliability of the electric drive system by arranging multiple sets of low torque, high rotation drive motors.

[0012] A further object of the present invention is to improve comfort by minimizing power interruptions and shift change shocks through the use of a two-speed transmission.

[0013] Specifically, the present invention provides a battery-exchangeable transport vehicle without an intermediate transmission shaft, and the battery-exchangeable transport vehicle without an intermediate transmission shaft comprises: A vehicle frame; a front axle assembly mounted to a front end of the vehicle frame and configured to drive the front wheels of the vehicle; a drive combiner including a drive combiner box having at least two power sources integrated therein and an axle housing assembly, the drive combiner being configured to drive rear wheels of the vehicle; and a quick-change battery removably mounted to a bottom of the vehicle frame and positioned between the front axle assembly and the drive combiner, configured to supply electrical energy to a power source and to enable quick replacement at a battery exchange station.

[0014] Alternatively, the axle housing assembly may include a middle axle and a rear axle.

[0015] Alternatively, the drive combination box may be located adjacent to the front side of the middle axle and fixed to a vehicle frame of the vehicle.

[0016] Alternatively, the drive combination box may be fixed to the vehicle frame between the middle axle and the rear axle.

[0017] Alternatively, the drive combination box may be fixed to the vehicle frame rearward of the rear axle.

[0018] Alternatively, the vehicle may be a heavy truck, tractor or light truck.

[0019] Alternatively, the drive combination box may include a reduction gear assembly connected to the drive motor.

[0020] The axle housing assembly further includes a main reduction gear and a differential.

[0021] Alternatively, the drive combination box and the axle housing assembly may be connected to one another using flanges.

[0022] Alternatively, the output side of the reduction gear assembly may be directly connected to the main reducer.

[0023] Alternatively, the drive combination box may further include a transmission, the input side of which is connected to the output end of the reduction gear assembly and the output side of which is directly connected to the main reducer.

[0024] Alternatively, the output sides of the differential may be connected to left and right drive shafts of the vehicle, respectively, and the driving force output by the power source may be transmitted to the wheels to drive the wheels of the vehicle.

[0025] Alternatively, the left and right drive shafts may include universal joints, and the left and right drive shafts may be configured to be extendable and retractable.

[0026] Alternatively, the number of the power sources may be at least two, the number of the reduction gear assemblies may be at least two, and the at least two reduction gear assemblies may be connected in one-to-one correspondence to the at least two power sources.

[0027] Alternatively, each of the power sources may include the drive motor and a motor shaft connected to the drive motor.

[0028] Each of the reduction gear assemblies includes a first transmission gear connected to the motor shaft and a second transmission gear meshing with the first transmission gear, the second transmission gear being an output side of the reduction gear assembly.

[0029] Alternatively, the at least two reduction gear assemblies may share one of the second transmission gears.

[0030] Alternatively, the at least two power sources may be arranged in the circumferential direction of the second transmission gear.

[0031] Alternatively, the transmission may include an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, and a shift change device.

[0032] The input shaft assembly includes an input shaft connected to the second transmission gear, and a third transmission gear connected to the input shaft.

[0033] the intermediate shaft assembly includes an intermediate shaft, and a fourth transmission gear and a fifth transmission gear connected to both ends of the intermediate shaft, the fourth transmission gear meshing with the third transmission gear; The output shaft assembly includes an output shaft connected to an input side of the differential and a sixth transmission gear rotatably attached to the output shaft, the sixth transmission gear meshing with the fifth transmission gear, The shift change device is provided on the output shaft and is configured to control the output shaft to be connected to the sixth transmission gear or the input shaft.

[0034] Alternatively, when the transmission device is operating in a first shift position, the shift change device controls the output shaft to be connected to the sixth transmission gear so that the driving force transmitted by the reduction gear assembly is transmitted to the differential via the input shaft, the third transmission gear, the fourth transmission gear, the intermediate shaft, the fifth transmission gear, the sixth transmission gear, and the output shaft in that order, and when the transmission device is operating in a second shift position, the shift change device controls the output shaft to be connected to the input shaft so that the driving force transmitted by the reduction gear assembly is transmitted directly to the differential via the input shaft and the output shaft, thereby realizing two-stage drive of the vehicle.

[0035] Alternatively, the at least two power sources may be controlled to operate in concert or may operate independently.

[0036] Alternatively, the at least two power sources may be arranged in any one of the following manners: forward, aft, or opposed.

[0037] Alternatively, the drive synthesis box may further include at least one dual motor controller, or at least one dual motor controller and a single motor controller, and the number of the dual motor controllers and the single motor controllers is determined according to the number of the drive motors.

[0038] In particular, the present invention further provides an electric vehicle including a drive combiner as described above.

[0039] Alternatively, the electric vehicles may include pure electric heavy trucks, range extender heavy trucks, and battery swap heavy trucks.

[0040] Alternatively, the battery exchange heavy truck may include a battery exchange box, which is quickly exchanged at a battery exchange station.

[0041] According to the proposal of the present invention, the power source of the conventional battery-exchangeable heavy truck or transport vehicle is relocated from the bottom of the cab to as close as possible to the axle at the rear end of the vehicle frame. By relocating and integrating the power source, the transmission shaft for connecting the electric drive assembly and the axle is eliminated, the number of power transmission stages is reduced, and the power transmission efficiency is improved. It also increases the battery arrangement space of the transport vehicle, increases the mountable battery capacity of the battery-exchangeable heavy truck, and significantly increases the driving range. In addition, the hoisting battery replacement and other auxiliary battery replacement methods used in the conventional battery-exchangeable heavy truck can be unified into the bottom battery replacement method, which reduces the difficulty of the battery replacement technology of the battery replacement stand, realizes the unification of the battery replacement method, and greatly improves the battery replacement efficiency of the battery replacement stand.

[0042] Additionally, the drive combiner of the embodiment of the present invention reduces unsprung weight and improves NVH performance by securing both the drive combiner box and the axle housing assembly to the vehicle frame of the vehicle.

[0043] Furthermore, the drive synthesis box of the embodiment of the present invention uses at least two power sources, each including a drive motor. In addition, the drive force output from the power source is transmitted to the main reducer through a reduction gear assembly that corresponds one-to-one to the power source, and then to a differential, and the drive force is transmitted to the axle of the vehicle through the differential to drive the rotation of the wheels. According to the proposal of the present invention, instead of the conventional arrangement of a single high-torque, low-rotation drive motor, multiple sets of low-torque, high-rotation drive motors are arranged, thereby ensuring power performance in the medium to high speed range while responding to the large torque requirement in low-speed operating conditions, and reducing manufacturing and procurement costs. In addition, even if one drive motor fails, the vehicle can be normally driven using the other drive motor, improving the reliability of the electric drive system.

[0044] Furthermore, by adopting a two-speed transmission in the battery-exchangeable transport vehicle of the present invention, power interruptions and shift change shocks are reduced as much as possible, improving ride comfort, and costs can be reduced compared to conventional multi-speed AMT transmissions.

[0045] Furthermore, according to the requirements of the vehicle's operating conditions, the multiple power sources can work together or individually. While satisfying the vehicle's power performance, it is possible to ensure that the drive motors work in a high-efficiency range, reduce the power loss of the drive motors, and improve the efficiency of the electric drive system. In addition, by rationally adjusting the operation of each drive motor in a time-sharing manner, it is possible to achieve the effect of evenly distributing the damage accumulated in each drive motor, and thus reduce the failure rate of the drive motors.

[0046] Furthermore, by combining and using an appropriate number of dual motor controllers and single motor controllers according to the number of drive motors, the manufacturing costs of the motor controllers are reduced.

[0047] The above description is merely an outline of the technical solution of the present invention. In order to make the technical means of the present invention more clearly understood and implemented in accordance with the content of the specification, and to make the above and other objectives, features and advantages of the present invention more comprehensible, the following particularly lists specific embodiments of the present invention.

[0048] These and other objects, advantages and features of the present invention will be more clearly understood by those skilled in the art from the following detailed description of specific embodiments of the invention in connection with the accompanying drawings. [Brief description of the drawings]

[0049] Some specific embodiments of the present invention will now be described in detail, by way of example and not of limitation, with reference to the accompanying drawings, in which the same reference symbols represent the same or similar parts or portions. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings: [Figure 1] 1 is a schematic structural block diagram of a battery exchange type transport vehicle according to a first embodiment of the present invention. [Diagram 2] FIG. 2 is a schematic structural block diagram of a driving synthesis box according to a first embodiment of the present invention; [Diagram 3] FIG. 2 is a structural schematic diagram of a driving synthesis box according to a first embodiment of the present invention; [Figure 4] FIG. 2 is a schematic diagram showing the arrangement of a driving motor according to the first embodiment of the present invention. [Diagram 5] FIG. 11 is a schematic structural block diagram of a driving synthesis box according to a second embodiment of the present invention; [Figure 6] FIG. 11 is a structural schematic diagram of a driving synthesis box according to a second embodiment of the present invention; [Figure 7] FIG. 11 is a structural schematic diagram of a driving synthesis box according to a third embodiment of the present invention; [Figure 8] FIG. 11 is a structural schematic diagram of a driving synthesis box according to a fourth embodiment of the present invention; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0050] In the following, exemplary embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings. Although the drawings show exemplary embodiments of the present disclosure, it should be understood that the present disclosure can be realized in various forms and is not limited to the embodiments described herein. On the contrary, these embodiments are proposed in order to make the present disclosure more clearly understandable and to fully convey the scope of the present disclosure to those skilled in the art.

[0051] (First embodiment) As shown in FIG. 1, the present invention provides a battery-exchangeable transport vehicle without an intermediate transmission shaft, which includes a vehicle frame, a front axle assembly, a drive combiner, and a quick-change battery 11. The front axle assembly is installed at the front end of the vehicle frame and configured to drive the front wheels of the vehicle. The drive combiner includes a drive combiner box in which at least two power sources are integrated, and an axle housing assembly, and configured to drive the rear wheels of the vehicle. The quick-change battery 11 is installed at the bottom of the vehicle frame and located between the front axle assembly and the drive combiner, and configured to supply electric energy to the power sources and enable quick replacement at a battery exchange station. The electric-exchangeable transport vehicle may be, for example, a heavy truck or a light truck.

[0052] The front axle assembly includes a front axle 51 located at the front end of the vehicle frame. The axle housing assembly includes a middle axle 52 located in the middle of the vehicle frame and a rear axle 53 located at the rear end of the vehicle frame. The drive combiner box is disposed in front of and adjacent to the middle axle 52 and is fixed to the vehicle frame of the vehicle. As shown in Figures 2 to 4, the drive combiner includes a drive combiner box 10 and an axle housing assembly 9. The drive combiner box includes at least a power source 1 and a reduction gear assembly 2. The axle housing assembly includes a main reduction gear 8 and a differential 4. The drive combiner box 10 and the axle housing assembly 9 are both fixed to the vehicle frame of the vehicle. Furthermore, the drive combiner of the embodiment of the present invention reduces unsprung weight and improves NVH performance by fixing the drive combiner box 10 and the axle housing assembly 9 to the vehicle frame of the vehicle, compared to the prior art technical solution in which the axle housing assembly is fixed to the axle of the vehicle.

[0053] The drive combination box 10 is fixed together with the axle housing assembly 9 as a single unit to the vehicle frame using parts such as mounts.

[0054] The combined drive box of this embodiment may include at least a power source 1 and a reduction gear assembly 2. In one embodiment, the combined drive box may further include a differential 4.

[0055] The number of the power sources 1 is at least two, and each power source 1 includes a drive motor 1A that outputs a driving force. In order to simplify the control of the drive motor 1A, the performance and geometric dimensions of each drive motor 1A are the same. It should be noted that the number of the power sources 1 shown in FIG. 2 to FIG. 4 is merely exemplary, and in actual applications, it can be selected according to the requirements of the application to the vehicle, for example, it may be two, three, or even more. In one specific embodiment, the number of the power sources 1 may be four. The reduction gear assemblies 2 are the same in number as the power sources 1, and are connected to the power sources 1 in one-to-one correspondence to transmit the driving force. That is, each power source 1 is connected to one reduction gear assembly 2 in correspondence. The input side of the main reduction gear 8 is connected to the output side of each reduction gear assembly 2, the output side of the main reduction gear 8 is connected to the input side of the differential 4, and the output side of the differential 4 is connected to the axle 5 of the vehicle to transmit the driving force to the axle 5 of the vehicle to drive the wheels of the vehicle. The vehicle axle 5 may include two half shafts, one on the left and one on the right, as drive shafts, i.e., a left drive shaft and a right drive shaft, respectively, and each half shaft is connected to one wheel. In this embodiment, the vehicle axle 5 is a middle axle 52 of the vehicle. The left and right drive shafts include universal joints, and the left and right drive shafts are configured to be telescopic. In the prior art, the axle housing assembly is disposed on the axle, so that when the wheels move, the axle housing assembly also moves with it. However, in the embodiment of the present invention, the axle housing assembly is disposed on the vehicle frame, and when the wheels move, the axle housing is fixed and does not move. If the left and right drive shafts cannot telescopically extend and do not have universal joints, the axle housing assembly is easily broken, and the NVH performance of the vehicle is easily deteriorated.

[0056] By eliminating the transmission shaft for connecting the electric drive assembly and the axle, the number of power transmission stages is reduced and power transmission efficiency is improved. In addition, by arranging multiple sets of low-torque, high-rotation drive motors instead of the conventional arrangement of a single high-torque, low-rotation drive motor 1A, it is possible to ensure power performance in the medium to high-speed range while responding to the large torque requirement in low-speed operating conditions, and to reduce manufacturing and procurement costs. In addition, even if one drive motor 1A fails, the vehicle can be normally driven using the other drive motor 1A, thereby improving the reliability of the electric drive system. In addition, in this embodiment, there is no need to provide a transmission and the control of the drive synthesis box can be simplified, so it is particularly suitable for vehicles that require low-speed use, and it is possible to achieve the highest possible economic efficiency, assuming that the requirements of the vehicle are met.

[0057] 3, each power source 1 includes a drive motor 1A and a motor shaft 1B connected to the drive motor 1A. Each reduction gear assembly 2 includes a first transmission gear 2A connected to the motor shaft 1B and a second transmission gear 2B meshing with the first transmission gear 2A, with the second transmission gear 2B being the output side of the reduction gear assembly 2. The drive motor 1A is connected to the first transmission gear 2A via the motor shaft 1B and further connected to the differential 4 via the second transmission gear 2B, and transmits the driving force output from the drive motor 1A to the differential 4 by the meshing of the first transmission gear 2A and the second transmission gear 2B.

[0058] Specifically, the at least two reduction gear assemblies 2 can share one second transmission gear 2B. That is, each reduction gear assembly 2 includes a respective first transmission gear 2A and one shared second transmission gear 2B. This design reduces the number of parts and the volume of the drive composite box, thereby saving the installation space of the drive composite box.

[0059] Furthermore, when the reduction gear assembly 2 shares the second transmission gear 2b, the at least two power sources 1 may be arranged in the circumferential direction of the second transmission gear 2b. For example, as shown in Fig. 4, the multiple power sources 1 are distributed in the circumferential direction around the second transmission gear 2B as the axis. With this arrangement, the structure of the drive combination box can be made more compact, thereby further saving the arrangement space of the drive combination box.

[0060] Specifically, according to the requirements of the vehicle's operating conditions, these at least two power sources 1 can operate in cooperation with each other or independently. While satisfying the vehicle's power performance, it is possible to ensure that the drive motor 1A operates in a high-efficiency range, reduce the power loss of the drive motor 1A, and improve the efficiency of the electric drive system. In addition, by rationally adjusting the operation of each drive motor 1A in a time-sharing manner, it is possible to obtain the effect of evenly distributing the damage accumulated in each drive motor 1A, and thus reduce the failure rate of the drive motor 1A.

[0061] Specifically, these at least two power sources 1 are arranged in a forward manner. The forward arrangement means that all the drive motors 1A are arranged in front of the reduction gear assembly 2. The forward arrangement simplifies the structures of the power sources 1 and the reduction gear assembly 2, and simplifies the assembly work for the two. Of course, the power sources 1 may be arranged in other manners, such as rearward arrangement or facing arrangement.

[0062] Further, as shown in FIG. 2, the driving synthesis box of this embodiment may further include at least one dual motor controller (represented as DMCU in FIG. 2) 6, or at least one dual motor controller 6 and a single motor controller (represented as MCU in FIG. 2) 7. The number of dual motor controllers 6 and single motor controllers 7 is determined according to the number of driving motors 1A. The two motor controllers 6 can control two motors respectively by strategies. In practical applications, the dual motor controllers 6 should be used as many as possible. For example, when the number of driving motors 1A is an even number, only the dual motor controllers 6 are used, and the number of dual motor controllers 6 is half the number of driving motors 1A. When the number of driving motors 1A is an odd number, one single motor controller 7 can be used in addition to the dual motor controllers 6. By using an appropriate number of dual motor controllers 6 and single motor controllers 7 in combination according to the number of driving motors 1A, the manufacturing cost of the motor controller is reduced.

[0063] (Second Example) 5 and 6, the difference between the second embodiment and the first embodiment is that the driving combination box of this embodiment further includes a transmission 3 connected between the input side of the main reducer 8 and the output side of each reduction gear assembly 2. In this case, the output side of each reduction gear assembly 2 (i.e., the second transmission gear 2B) is connected to the transmission 3, and is further connected to the input side of the main reducer 8 via the transmission 3.

[0064] Specifically, the driving motor 1A, reduction gear assembly 2, and transmission 3 in this embodiment are all constructed using the inner case of the transmission 3 as a support, thereby improving the integration of parts and making the structure of the driving composite box more compact.

[0065] The transmission 3 includes an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, and a shift change device 3H. The input shaft assembly includes an input shaft 3A connected to the second transmission gear 2B, and a third transmission gear 3B connected to the input shaft 3A. The input shaft 3A and the third transmission gear 3B may be integrally formed by processing, or may be connected by a spline. The intermediate shaft assembly includes an intermediate shaft 3C, and a fourth transmission gear 3D and a fifth transmission gear 3E connected to both ends of the intermediate shaft 3C, respectively, and the fourth transmission gear 3D meshes with the third transmission gear 3B. The fourth transmission gear 3D and the fifth transmission gear 3E are connected to the intermediate shaft 3C by a spline or an interference fit and press fit, respectively. The output shaft assembly includes an output shaft 3G connected to the input side of the differential 4 and a sixth transmission gear 3F rotatably attached to the output shaft 3G, and the sixth transmission gear 3F meshes with the fifth transmission gear 3E. The sixth transmission gear 3F is attached to the output shaft 3G via a needle bearing and is rotatable in the circumferential direction on the output shaft 3G. The shift change device 3H is provided on the output shaft 3G and is configured to control the output shaft 3G so as to be connected to the sixth transmission gear 3F or the input shaft 3A. Specifically, the shift change device 3H can be attached to the output shaft 3G by interference fit using a spline. A synchronizer can usually be used as the shift change device 3H.

[0066] Based on the above structure, the transmission 3 can realize two shift positions, a first shift position and a second shift position. When the transmission 3 operates at the first shift position, the shift change device 3H controls the output shaft 3G to be connected to the sixth transmission gear 3F so that the driving force transmitted by the reduction gear assembly 2 is transmitted to the differential 4 via the input shaft 3A, the third transmission gear 3B, the fourth transmission gear 3D, the intermediate shaft 3C, the fifth transmission gear 3E, the sixth transmission gear 3F, and the output shaft 3G in this order. When the transmission 3 operates at the second shift position, the shift change device 3H controls the output shaft 3G to be connected to the input shaft 3A so that the driving force transmitted by the reduction gear assembly 2 is transmitted directly to the differential 4 via the input shaft 3A and the output shaft 3G, thereby realizing two-stage driving of the vehicle.

[0067] By adopting a two-speed transmission in the drive combination box of this embodiment, power interruptions and shift change shocks are reduced as much as possible, improving ride comfort, and costs can be reduced compared to conventional multi-speed AMT transmissions.

[0068] In the following, the operation mode of the driving synthesis box will be specifically described based on the setting that four power sources 1 are adopted and the transmission 3 is set to two-speed.

[0069] While the vehicle is actually running, eight types of purely electric operating modes are created by combining the four power sources 1 with the two-speed transmission 3, and the control relationship between each operating mode and the combined use of the shift position of the transmission 3 and the power source 1 is shown in the table below.

[0070] [Table 1]

[0071] When only one drive motor 1A is operating and the transmission 3 is in the first shift position state, it is defined as the first shift position pure electric drive mode EV1. The Ev1 operation mode is suitable for use during low-speed cruising in unloaded operating conditions, such as on flat roads or gentle downhill roads, and can save power consumption. In addition, since the vehicle is driven by a single drive motor and the other drive motors are not operating, damage caused by mechanical fatigue of the drive motors can be reduced.

[0072] When only one driving motor 1A is operating and the transmission 3 is in the second shift position state, the second shift position pure electric drive mode EV2 is defined. The EV2 operation mode is suitable for use in no-load operating conditions, when driving on flat roads, or when cruising at high speeds.

[0073] When the two drive motors 1A are operating and the transmission 3 is in the first shift position state, the third shift position pure electric driving mode EV3 is defined. The EV3 operation mode is suitable for use in scenarios such as starting on a flat road and low-speed driving with a light load under no-load operating conditions.

[0074] When the two drive motors 1A are operating and the transmission 3 is in the second shift position state, the fourth shift position pure electric driving mode EV4 is defined. The EV4 operation mode is suitable for use in scenarios such as driving on flat roads and high-speed cruising under no-load or light-load operating conditions.

[0075] When the three drive motors 1A are operating and the transmission 3 is in the first shift position state, the fifth shift position pure electric drive mode EV5 is defined. The EV5 operation mode is suitable for use when starting, running on flat roads, and running at low speeds under medium or normal load operating conditions.

[0076] When the three drive motors 1A are operating and the transmission 3 is in the second shift position state, the sixth shift position is defined as a pure electric drive mode EV6. The EV6 operation mode is suitable for use in medium or normal load operating conditions, on flat roads, and when cruising at high speeds.

[0077] When the four driving motors 1A are operating simultaneously and the transmission 3 is in the first shift position state, it is defined as the seventh shift position pure electric driving mode EV7. The EV7 operation mode is suitable for use in scenarios requiring low speed and large torque, such as starting and steep uphill in full load or overload operation conditions, and can meet the demands of starting and climbing with large torque in full load or overload.

[0078] When the four driving motors 1A are operating simultaneously and the transmission 3 is in the first shift position state, the eighth shift position is defined as a pure electric driving mode EV8. The EV8 operation mode is suitable for use in scenarios such as starting on flat roads, gentle uphill slopes, and high-speed cruising under full-load or overload operating conditions.

[0079] In this embodiment, according to the requirements of the vehicle operating conditions, the multiple sets of driving motors can work together or work separately, and can be combined with different shift positions of the transmission, ensuring that the driving motors work in a high efficiency range while satisfying the dynamic performance of the vehicle, reducing the power loss of the driving motors, and improving the efficiency of the electric driving system.

[0080] (Third Example) As shown in Fig. 7, the third embodiment is different from the second embodiment in that a plurality of power sources 1 are arranged opposite to each other. The opposite arrangement means that some of the drive motors 1A are arranged in front of the reduction gear assembly 2, and the other drive motors 1A are arranged behind the reduction gear assembly 2. For example, for two power sources 1, one drive motor 1A is arranged in front of the reduction gear assembly 2, and the other drive motor 1A is arranged behind the reduction gear assembly 2, which is advantageous for arranging other vehicle components and systems in the vacant lateral position in front of the reduction gear assembly 2 in accordance with the arrangement of the entire vehicle system.

[0081] (Fourth Example) As shown in Fig. 8, the fourth embodiment is different from the second embodiment in that the multiple power sources 1 are arranged in the rear. The rear arrangement means that all the drive motors 1A are arranged in the rear of the reduction gear assembly 2. This arrangement can save space in the axial direction, and is advantageous in securing space for mounting other parts and systems in the axial direction of the entire vehicle in accordance with the arrangement of the systems of the entire vehicle.

[0082] (Fifth Example) The difference between this fifth embodiment and the first embodiment is that the drive combination box 10 is one unit and the axle housing assembly 9 is another unit, and the two are connected to each other using flanges and fixed to the vehicle frame using parts such as mounts.

[0083] (Sixth Example) The drive combiner includes a drive combiner box 10 and an axle housing assembly 9. The drive combiner box 10 includes at least a power source 1 and a reduction gear assembly 2. The axle housing assembly 9 includes a main reduction gear 8 and a differential 4. The drive combiner box 10 and the axle housing assembly 9 are both fixed to the vehicle frame of the vehicle. The drive combiner box 10 is a drive combiner box in the prior art, and a description thereof will be omitted here.

[0084] (Seventh Example) The difference between the seventh embodiment and the first embodiment, or between the seventh embodiment and the second embodiment, is that this drive combination box is fixed to the vehicle frame between the middle axle 52 and the rear axle 53.

[0085] (Eighth Example) The difference between the eighth embodiment and the first embodiment, or between the eighth embodiment and the second embodiment, is that this drive combination box is fixed to the vehicle frame behind the rear axle 53. In this embodiment, the vehicle axle 5 is the rear axle 53 of the vehicle.

[0086] According to any one of the above possible embodiments or a combination of multiple possible embodiments, the embodiments of the present invention can achieve the following beneficial effects.

[0087] The drive combiner of the embodiment of the present invention reduces unsprung weight and improves NVH performance by fixing both the drive combiner box and the axle housing assembly to the vehicle frame of the vehicle.

[0088] In the specification provided herein, a large amount of specific details have been set forth. However, it will be understood that embodiments of the present invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this specification.

[0089] Finally, the above embodiments are only used to illustrate, not to limit the technical solutions of the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that within the spirit and principle of the present invention, the technical solutions described in the above embodiments can be modified or part or all of the technical features can be replaced with equivalents, and such modifications or replacements do not cause the corresponding technical solutions to depart from the protection scope of the present invention.

Claims

1. A battery-exchangeable transport vehicle without an intermediate transmission shaft, A vehicle frame; a front axle assembly mounted to a front end of the vehicle frame and configured to drive the front wheels of the vehicle; a drive combiner including a drive combiner box having at least two power sources integrated therein and an axle housing assembly, the drive combiner being configured to drive wheels other than the front wheels of the vehicle; a quick-change battery removably mounted to a bottom of the vehicle frame and positioned between the front axle assembly and the drive combiner, the quick-change battery configured to supply electrical energy to a power source and to enable quick replacement at a battery exchange station. The axle housing assembly includes a middle axle and a rear axle. The drive combination box is fixed to a vehicle frame of the vehicle, disposed between the middle axle and the rear axle, and configured to drive wheels by the middle axle. the drive combination box includes a reduction gear assembly connected to the power source; The axle housing assembly further includes a main reduction gear and a differential. The drive synthesis box further includes a transmission, the input side of the transmission being connected to the output end of the reduction gear assembly and the output side being directly connected to the main reduction gear; an output side of the differential is connected to left and right drive shafts of the vehicle, respectively, and is configured to transmit a driving force output by the power source to the wheel side to drive the wheels of the vehicle, The left and right drive shafts include universal joints, and the left and right drive shafts are configured to be extendable and retractable. Battery-swappable transport vehicle.

2. The vehicle is a heavy truck or a light truck. The battery exchange type transport vehicle according to claim 1.

3. The number of the reduction gear assemblies is at least two, and the at least two reduction gear assemblies are connected to the at least two power sources in one-to-one correspondence. The battery exchange type transport vehicle according to claim 1.

4. Each of the power sources includes a drive motor and a motor shaft connected to the drive motor; Each of the reduction gear assemblies includes a first transmission gear connected to the motor shaft and a second transmission gear meshing with the first transmission gear, the second transmission gear being an output side of the reduction gear assembly; The at least two reduction gear assemblies can share one of the second transmission gears, The at least two power sources may be arranged in a circumferential direction of the second transmission gear. The battery exchange type transport vehicle according to claim 3.

5. The transmission includes an input shaft assembly, an intermediate shaft assembly, an output shaft assembly, and a shift change device. the input shaft assembly includes an input shaft connected to the second transmission gear and a third transmission gear connected to the input shaft, the intermediate shaft assembly includes an intermediate shaft, and a fourth transmission gear and a fifth transmission gear connected to both ends of the intermediate shaft, the fourth transmission gear meshing with the third transmission gear; The output shaft assembly includes an output shaft connected to an input side of the differential, and a sixth transmission gear rotatably attached to the output shaft, the sixth transmission gear meshing with the fifth transmission gear, The shift change device is provided on the output shaft and is configured to control the output shaft to be connected to the sixth transmission gear or the input shaft; When the transmission is operating at a first shift position, the shift change device controls the output shaft to be connected to the sixth transmission gear so that the driving force transmitted by the reduction gear assembly is transmitted to the differential via the input shaft, the third transmission gear, the fourth transmission gear, the intermediate shaft, the fifth transmission gear, the sixth transmission gear, and the output shaft in this order, and when the transmission is operating at a second shift position, the shift change device controls the output shaft to be connected to the input shaft so that the driving force transmitted by the reduction gear assembly is transmitted directly to the differential via the input shaft and the output shaft, thereby realizing two-stage driving of a vehicle. The battery exchange type transport vehicle according to claim 4.

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