An integrated energy supply system for a vehicle

Abstract

The present invention discloses an integrated vehicle energy supply system, which is arranged on a vehicle through a bracket and includes a drive motor, a reducer, a steering pump, an air compressor, a clutch and a controller; the drive motor is arranged on the bracket, the input end of the reducer is connected to the main shaft output end of the drive motor, and the output end of the reducer is connected to the steering pump and the air compressor for transmission respectively; the clutch is arranged between the reducer and the air compressor. The controller is connected to the vehicle and monitors the status and adjusts the output of the drive motor and the clutch according to the feedback signal sent by the vehicle. The system provides a compressed air source for the vehicle's air brake system, provides power oil pressure for the vehicle's steering system, and provides a circulating power source for the vehicle's liquid cooling system, and realizes joint control to achieve a more efficient, energy-saving, lightweight and safe energy supply system device.

Description

Technical Field

[0001] The present invention relates to the field of automobile energy supply systems, and in particular to an integrated vehicle energy supply system. Background Art

[0002] In recent years, with the rapid development of new energy commercial vehicles and the modular development of intelligent control, smaller, more integrated and more modular solutions are an inevitable development trend, and higher requirements are also put forward in terms of cost, high efficiency and energy saving.

[0003] Some products currently on the market utilize modularized components, including an electric air compressor, electronic water pump, and electric steering pump. However, these products have the following drawbacks: First, they compromise vehicle safety. Using a single motor directly connected to the steering pump and air compressor, if the air compressor malfunctions, damages, or jams, the steering pump loses power, effectively depriving the vehicle of both braking and steering power, posing a significant safety hazard. Furthermore, driving multiple pumps creates a significant load, requiring the motor to output greater torque, making it difficult to meet regulatory requirements for dual-source steering pump drive. Second, they consume significant energy and are inefficient. Constant operation of the air compressor consumes significant energy, and the random superposition of torque peaks between the air compressor and steering pump loads creates unstable loads, leading to high motor power consumption. Third, they are bulky, requiring a higher-torque motor. The electronic water pump requires a separate power supply and control system, resulting in significant vibration during operation and high overall cost.

[0004] Therefore, how to provide a vehicle energy supply system that is efficient, energy-saving, and meets safety regulations is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] The object of the present invention is to provide an integrated, small-volume, high-efficiency and energy-saving vehicle energy supply system.

[0006] To achieve the above-mentioned object, the present invention provides an integrated vehicle energy supply system, which is installed on the vehicle through a bracket and includes a drive motor, a reducer, a steering pump, an air compressor, a clutch and a controller;

[0007] The drive motor is set on the bracket, the reducer is set at the output end of the drive motor, and the output end of the reducer is connected to the steering pump and the air compressor respectively; the clutch is set between the air compressor and the reducer; the controller is connected to the whole vehicle to control the operation of the drive motor and the opening and closing of the clutch according to the feedback signal of the whole vehicle.

[0008] Optionally, it also includes: a cooling system, the cooling system includes a water pump arranged at the output end of the drive motor, the water outlet of the water pump is respectively connected to the main water pipe and the branch water pipe, the water outlet of the main water pipe is connected to the port of the whole vehicle water channel, and the water outlet of the branch water pipe is connected to the controller, the air compressor and another port of the whole vehicle water channel in sequence.

[0009] Optionally, the cooling system further includes: a water pressure sensor for detecting water pressure in the water channel, and the water pressure sensor is connected to the controller to feed back water pressure information.

[0010] Optionally, the system further comprises: a lubrication system, the lubrication system comprising a lubrication oil tank disposed below the bracket and a lubrication oil pump for extracting lubrication oil from the lubrication oil tank;

[0011] The lubricating oil pump can pressurize the lubricating oil and lubricate the air compressor, clutch and reducer in sequence until the lubricating oil flows back to the lubricating oil tank.

[0012] Optionally, the lubrication system further comprises: a coarse filter and an oil filter for filtering the lubricating oil;

[0013] The coarse filter is arranged between the lubricating oil tank and the lubricating oil pump, and the oil filter is arranged between the lubricating oil pump and the air compressor.

[0014] Optionally, the lubrication system further includes: an oil pressure sensor for detecting the oil pressure in the oil circuit, and the oil pressure sensor is connected to the controller to feed back oil pressure information.

[0015] Optionally, a balancing block is provided at the output end of the driving motor, and the balancing block is used to reduce the vibration of the air compressor.

[0016] Optionally, the reducer is configured as a gear reducer, and the output end of the gear reducer is configured as a large inertia helical gear to ensure stable operation.

[0017] Optionally, several temperature sensors are provided, and all of the temperature sensors are connected to the controller to feed back temperature data.

[0018] Compared to the above background technology, the present invention's integrated vehicle energy supply system is mounted on a vehicle via a bracket and includes a drive motor, a reducer, a steering pump, an air compressor, a clutch, and a controller. The drive motor is mounted on the bracket, with the reducer's input connected to the drive motor's main shaft output, and its output connected to the steering pump and air compressor, respectively. The clutch is positioned between the reducer and the air compressor. The controller is connected to the vehicle and monitors the status of the drive motor and clutch and adjusts output based on feedback signals from the vehicle. This application utilizes a single drive motor as the power source, saving equipment costs. The rated operating speed of this single drive motor is increased, reducing the size of the drive motor and thus the overall size. The reducer is then used to drive the steering pump and air compressor. While meeting the low speed requirements of the steering pump and air compressor, it significantly reduces the starting torque of the drive motor, meeting the dual-source drive requirements and improving vehicle safety. The addition of a clutch to the air compressor allows the compressor to shut down once the air pressure is fully filled, preventing it from running continuously and consuming large amounts of energy. The controller also staggers the operation of the steering pump and air compressor, reducing load and energy consumption on the drive motor. The controller also features a fault diagnosis function. If it detects a fault such as a stuck air compressor that causes the drive motor to overload and fail to start, it disconnects the clutch, ensuring the steering pump continues to operate, preventing the vehicle from losing both braking and steering power simultaneously and significantly improving safety redundancy. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0020] Figure 1 A schematic structural diagram of an integrated vehicle energy supply system provided by an embodiment of the present invention;

[0021] Figure 2 A schematic diagram of a control strategy for an integrated vehicle energy supply system according to an embodiment of the present invention;

[0022] Figure 3 A top view of the integrated vehicle energy supply system provided by an embodiment of the present invention;

[0023] Figure 4 A front view of the integrated vehicle energy supply system provided by an embodiment of the present invention;

[0024] Figure 5 A side view of the coarse filter structure of the integrated vehicle energy supply system provided by an embodiment of the present invention;

[0025] Figure 6 A schematic structural diagram of the vehicle integrated energy supply system provided by an embodiment of the present invention from another perspective;

[0026] Figure 7 This is a schematic diagram of the assembly of the reducer and steering pump of the integrated vehicle energy supply system provided by an embodiment of the present invention;

[0027] Figure 8 This is a schematic diagram of the system structure connection provided by an embodiment of the present invention.

[0028] in:

[0029] 1-drive motor, 2-reducer, 3-steering pump, 4-air compressor, 5-clutch, 6-controller, 7-balance block, 8-lubricating oil tank, 9-lubricating oil pump, 10-coarse filter, 11-oil filter, 12-oil pressure sensor, 13-water pump, 14-main water pipe, 15-branch water pipe, 16-vehicle water channel, 17-water pressure sensor, 18-high inertia helical gear, 19-bracket, 20-oil mirror, 21-oil suction pipe, 22-oil dipstick, 23-breathing port, 24-controller water outlet pipe. DETAILED DESCRIPTION

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0031] In order to enable those skilled in the art to better understand the solutions of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0032] Reference Manual Figure 1 and attached Figure 2 , attached Figure 1 This is a schematic diagram of the structure of the vehicle integrated energy supply system provided by the embodiment of the present invention, Figure 2The schematic diagram of the control strategy of the integrated vehicle energy supply system provided in the embodiment of the present invention includes: a drive motor 1, a reducer 2, a steering pump 3, an air compressor 4, a clutch 5 and a controller 6; the drive motor 1 is arranged on a bracket 1, the input end of the reducer 2 is connected to the main shaft output end of the drive motor 1, and the output end of the reducer 2 is respectively connected to the above-mentioned steering pump 3 and the above-mentioned air compressor 4 for transmission; the above-mentioned clutch 5 is arranged between the reducer 2 and the air compressor 4. The above-mentioned controller 6 is connected to the whole vehicle, and monitors the status and adjusts the output of the drive motor 1 and the clutch 2 according to the feedback signal sent by the whole vehicle. The output control includes: speed, operating time frequency, clutch opening and closing, etc. Specifically, the controller 6 is preferably a dual-source controller, and the controller 6 can also be arranged on the whole vehicle. In this embodiment, the controller 6 is preferably arranged above the drive motor 1 to reduce the volume of the system equipment and make full use of the space.

[0033] This application utilizes a single drive motor 1 as the power source, saving equipment operating costs. The rated operating speed of this single drive motor 1 is increased, reducing the size of the drive motor 1 and, consequently, the overall vehicle size. A reducer 2 is then used to drive the steering pump 3 and air compressor 4. While meeting the low speed requirements of the steering pump 3 and air compressor 4, this significantly reduces the starting torque of the drive motor 1, meeting the requirements of dual-source drive and improving vehicle safety. A clutch 5 is added to work with the air compressor 4. Once the air pressure is fully filled, the air compressor 4 can be shut down, preventing it from constantly running and consuming a large amount of energy. Simultaneously, the controller 6 can be used to stagger the operation of the steering pump 3 and air compressor 4, reducing the load and energy consumption of the drive motor 1. The controller 6 is equipped with a fault diagnosis function. If the controller 6 detects a fault such as a stuck air compressor 4, causing the drive motor 1 to be overloaded and unable to start, it disconnects the clutch 5, thereby ensuring that the steering pump 3 can continue to operate normally, preventing the vehicle from losing both braking and steering power, and significantly improving safety redundancy. The air compressor 4 can be, and is not limited to, a two-stage compressor, which has advantages such as low starting torque and high compression efficiency. Of course, other types of air compressors, such as oil-free air compressors, can also be used, but this will not be discussed here. The clutch 5 can be, and is not limited to, a pneumatic clutch that uses air pressure signals to activate and deactivate the clutch 5. Alternatively, an electromagnetic clutch can be used, but this will not be discussed here.

[0034] The control strategy of the above system is as follows: the controller 6 communicates interactively with the vehicle controller to receive feedback on the vehicle's brake pressure value, steering signal, and brake pedal signal;

[0035] State 1: When the brake pressure value of the vehicle's air reservoir is detected to be lower than the safety set value, the system will detect whether there is continuous braking signal feedback due to downhill conditions, etc. If there is continuous braking signal feedback, the clutch 5 will be closed and the drive motor 1 will accelerate. If there is no continuous signal feedback, the clutch 5 will be closed and the drive motor 1 will run at the rated speed.

[0036] State 2: When it is detected that the brake air pressure value is greater than the safety set value, the brake air pressure is detected to see if it is greater than the air pressure redundancy set value. If it is less than the redundancy set value, the operating state of the air compressor 4 is monitored to see if the load rate is too low. If the load rate is too low, the clutch 5 is closed and the drive motor 1 is decelerated. If the load rate is normal, the clutch 5 is opened and the drive motor 1 is decelerated.

[0037] State 3: When it is detected that the brake air pressure value is greater than the safety setting value and greater than the redundancy setting value, the brake air pressure is detected to be greater than the stop setting value. If it is lower than the stop setting value, the presence of a turn signal is monitored. If there is no turn signal, the clutch 5 is disconnected and the drive motor 1 is decelerated. If there is a turn signal, the clutch 5 is disconnected and the drive motor 1 is driven to run at the rated speed.

[0038] State 4: When it is detected that the brake air pressure value is greater than the safety setting value and greater than the redundancy setting value, and greater than the stop setting value, the clutch 5 is disconnected and the drive motor 1 is decelerated;

[0039] State five, and has a fault protection function. If it is detected that the drive motor 1 is overloaded and cannot be started due to damage to the air compressor 4, the drive motor 1 with the clutch disconnected will slow down to ensure the normal operation of the steering system and avoid the safety hazard of simultaneous failure of steering and braking. This system also has the function of monitoring the running time of the air compressor 4 by detecting the closing time of the clutch 5 and communicating with the whole vehicle to issue an abnormal alarm, and can also provide feedback control with the cooling system of the whole vehicle.

[0040] Furthermore, a cooling system is provided, including: a water pump 13, which is preferably provided at the input end of the reducer 2, i.e., it is driven by the drive motor 1, and the water pump 13 serves as a power source for the water circulation, and its water outlet is respectively connected to the main water pipe 14 and the branch water pipe 15; the outlet of the main water pipe 14 is connected to the port of the vehicle water channel 16 of the whole vehicle, and the vehicle water channel 16 is used for cooling circulation within the vehicle body structure; the outlet of the branch water pipe 15 is connected to the controller 6, and the controller 6 is connected to the air compressor 4 through the controller outlet pipe 24, and then the air compressor 4 is connected to the other port of the vehicle water channel 16 to form a cooling circuit to ensure the cooling effect within the entire system. The water pump 13 can be selected from, but not limited to, a water pump 13 with a magnetic coupling drive, which has a higher protection level and overload protection characteristics.

[0041] Furthermore, the cooling system further includes a water pressure sensor 17 for detecting the water pressure in the water channel. The water pressure sensor 17 is preferably arranged on the water channel of the air compressor 4 and is connected to the controller 6 to provide real-time feedback of the water pressure status to the controller 6, so that the controller 6 can perform real-time response steps based on the feedback data. Of course, the structural configuration of the cooling system is not limited to the above one. Adaptive changes made according to specific needs also fall within the scope of the application protection, and this article will not elaborate further.

[0042] Further, see the attached manual Figure 4 -Attached Figure 7 , Figure 4 This is a front view of the integrated vehicle energy supply system provided by an embodiment of the present invention, Figure 5 A side view of the coarse filter structure of the integrated vehicle energy supply system provided by an embodiment of the present invention, Figure 6 A schematic diagram of the structure of the integrated energy supply system for a vehicle provided by an embodiment of the present invention from another perspective, Figure 7 The assembly diagram of the reducer and steering pump of the integrated vehicle energy supply system provided in an embodiment of the present invention includes: a lubrication system is also provided, including: a lubricating oil tank 8 integrated under the bracket 19 and a lubricating oil pump 9 for extracting the lubricating oil in the lubricating oil tank 8, and pressurizing the lubricating oil to lubricate the above-mentioned air compressor 4 and reducer 2 in turn, and finally allowing the lubricating oil to flow back to the lubricating oil tank 8 through the loop to achieve recycling.

[0043] The lubricating oil pump 8 can be located at the rear of the steering pump 3 or integrated into the reducer 2, providing a circulating oil circuit to lubricate the air compressor 4, clutch 5, reducer 2, etc. Of course, the configuration of the lubricating oil tank 8 and lubricating oil pump 9 is not limited to the one described above; other conventional configurations are also applicable and will not be elaborated upon herein.

[0044] Furthermore, the above-mentioned lubrication system also includes: a coarse filter 10 and an oil filter 11 for filtering the lubricating oil. The coarse filter 10 can be arranged between the lubricating oil tank 8 and the lubricating oil pump 9, and the oil filter 11 is preferably arranged above the bracket 19 for easy maintenance and replacement. The side of the bracket 19 is also provided with auxiliary structures such as an oil mirror 20, an oil dipstick 22, and a breathing port 23 (waterproof breathable valve); the lubricating system is configured such that the lubricating oil filtered by the coarse filter 10 in the oil tank is extracted by the lubricating oil pump 9 through the oil suction pipe 21. The lubricating oil pump 9 is pressurized and enters the oil filter 11. After filtration, the oil is transported to the air compressor 4 through the oil pipe, and then flows from the inside of the air compressor 4 through the reducer 2 and then flows back to the lubricating oil tank 8. The overall oil circuit structure is perfect, and double-layer filtration of the lubricating oil is achieved to ensure the lubrication effect. Of course, the structural setting of the lubrication system is not limited to the above-mentioned one. Adaptive changes made according to specific needs also fall within the scope of the application protection, and this article will not elaborate on it.

[0045] Furthermore, the above-mentioned lubrication system also includes: an oil pressure sensor 12 for detecting the oil pressure in the oil circuit. The oil pressure sensor 12 can be arranged and is not limited to being arranged on the oil outlet of the oil filter 11 to detect the oil pressure condition during the lubrication work. The oil pressure sensor 12 is connected to the controller 6 to feed back the oil pressure condition to the controller 6 in real time so that the controller 6 can perform real-time response steps based on the feedback data.

[0046] Further, see the attached manual Figure 3 , attached Figure 3 The top view of the integrated vehicle energy supply system provided by the embodiment of the present invention includes: the above-mentioned drive motor 1 is matched with a balancing block 7 on the main shaft to offset the second-order inertia force of the air compressor 4 during operation, thereby greatly reducing the operating vibration of the air compressor 4 (the first-order inertia force of the vertical two-cylinder air compressor is well balanced, and the vibration is mainly caused by the second-order inertia force. It is difficult to balance and offset at the same speed and requires a double speed). At the same time, preferably, the reducer of the reducer 2 can be set to 2:1, so that the main shaft of the drive motor 1 runs twice as fast as the air compressor 4, which can also reduce the vibration of the air compressor 4.

[0047] Furthermore, the reducer 2 is configured as a gear reducer, and the output end of the gear reducer is configured as a large-diameter, high-inertia helical gear 18, thereby ensuring that the system operates more smoothly and quietly, acting as a flywheel. The reducer 2 is not limited to being configured as a gear reducer, but can also be configured as a pulley, chain, etc., which will not be described in detail herein.

[0048] Further, see the attached manual Figure 8 , Figure 8 The system structure connection diagram provided for the embodiment of the present invention includes: the system is also arranged with multiple temperature sensors, and all temperature sensors are connected to the controller 6, so as to timely feedback the temperature conditions of various parts of the system; for example, multiple temperature sensors can be arranged at the air compressor 4, the drive motor 1, the controller 6, and the water pump 13, which will not be elaborated in this article.

[0049] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0050] The above is a detailed introduction to the vehicle integrated energy supply system provided by the present invention. This article uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core ideas. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. An integrated energy supply system for a vehicle, which is mounted on a vehicle through a bracket, and is characterized in that: Including drive motor, reducer, steering pump, air compressor, clutch and controller; The drive motor is arranged on the bracket, the reducer is arranged at the output end of the drive motor, and the output ends on both sides of the reducer are respectively connected to the steering pump and the air compressor; the clutch is arranged on the output end of the reducer between the air compressor and the reducer; the controller is connected to the vehicle to control the operation of the drive motor and the opening and closing of the clutch according to the signal fed back by the vehicle, and the controller is arranged above the drive motor; The main bodies of the air compressor and the drive motor are located on the same side of the reducer, and the air compressor and the steering pump are located on both sides of the reducer; The vehicle further comprises: a cooling system, wherein the cooling system comprises a water pump provided at the output end of the drive motor, wherein the water outlet of the water pump is respectively connected to a main water pipe and a branch water pipe, wherein the water outlet of the main water pipe is connected to a port of the vehicle waterway, and the water outlet of the branch water pipe is sequentially connected to the controller, the air compressor and another port of the vehicle waterway, and the main bodies of the water pump and the drive motor are located on both sides of the reducer; The controller monitors the status of the drive motor and the clutch and adjusts the output according to the feedback signal from the vehicle; the controller communicates with the vehicle to receive feedback on the brake pressure value, steering signal, and brake pedal signal of the vehicle; The control strategy of the controller includes: When it is detected that the brake pressure value of the air reservoir of the vehicle is less than the safety set value, it is detected whether there is a continuous braking signal feedback caused by a downhill working condition, etc. If there is a continuous braking signal feedback, the clutch is closed and the drive motor is accelerated; if there is no continuous signal feedback, the clutch is closed and the drive motor is operated at the rated speed; When it is detected that the brake air pressure value is greater than the safety set value, it is detected whether the brake air pressure is greater than the air pressure redundancy set value. If it is less than the redundancy set value, the operating state of the air compressor is monitored to see whether the load rate is too low. If the load rate is too low, the clutch is closed and the drive motor is decelerated. If the load rate is normal, the clutch is disconnected and the drive motor is decelerated. When it is detected that the brake air pressure value is greater than the safety setting value and greater than the redundancy setting value, it is detected whether the brake air pressure is greater than the stop setting value. If it is lower than the stop setting value, it is monitored whether there is a turn signal. If there is no turn signal, the clutch is disconnected and the drive motor is decelerated. If there is a turn signal, the clutch is disconnected and the drive motor is operated at rated speed. When it is detected that the brake air pressure value is greater than the safety setting value and the redundancy setting value, and greater than the stop setting value, the clutch is disconnected and the drive motor is decelerated; If it is detected that the drive motor is overloaded and cannot be started due to the air compressor being stuck or damaged, the drive motor with the clutch disconnected is decelerated to ensure the normal operation of the steering system.

2. The vehicle integrated energy supply system according to claim 1, characterized in that: The cooling system further includes a water pressure sensor for detecting water pressure in the water channel, and the water pressure sensor is connected to the controller to feed back water pressure information.

3. The vehicle integrated energy supply system according to claim 1, characterized in that: Also includes: a lubrication system, the lubrication system comprising a lubrication oil tank disposed below the bracket and a lubrication oil pump for extracting lubrication oil from the lubrication oil tank; The lubricating oil pump can pressurize the lubricating oil and lubricate the air compressor, the clutch and the speed reducer in sequence until the lubricating oil flows back into the lubricating oil tank.

4. The vehicle integrated energy supply system according to claim 3, characterized in that: The lubrication system further comprises: a coarse filter and an oil filter for filtering the lubricating oil; The coarse filter is arranged between the lubricating oil tank and the lubricating oil pump, and the oil filter is arranged between the lubricating oil pump and the air compressor.

5. The vehicle integrated energy supply system according to claim 4, characterized in that: The lubrication system further includes an oil pressure sensor for detecting oil pressure in the oil circuit. The oil pressure sensor is connected to the controller to feed back oil pressure information.

6. The vehicle integrated energy supply system according to claim 1, characterized in that: A balancing block is provided at the output end of the driving motor, and the balancing block is used to reduce the vibration of the air compressor.

7. The vehicle integrated energy supply system according to claim 1, characterized in that: The reducer is configured as a gear reducer, and the output end of the gear reducer is configured as a large inertia helical gear to ensure stable operation.

8. The vehicle integrated energy supply system according to any one of claims 1 to 7, characterized in that: Several temperature sensors are also provided, and are all connected to the controller to feed back temperature data.

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