Power split electro-hydraulic hybrid powertrain

Abstract

The present invention discloses a power split electro-hydraulic hybrid power assembly, which includes a reducer assembly and an electro-hydraulic integrated machine assembly connected to the reducer assembly. The electro-hydraulic integrated machine assembly includes a motor housing assembly and a rotor assembly, a stator assembly, a hydraulic pump / motor assembly, an end seat and a rotating cylinder accommodated in the motor housing assembly. The hydraulic pump / motor assembly includes a flow distribution pair and a plunger pair. The flow distribution pair includes the end of the cylinder block and a flow distribution plate. The rotating cylinder is respectively connected to the rotor assembly and the cylinder block. The electro-hydraulic integrated machine assembly can output mechanical energy and / or hydraulic energy, or the electro-hydraulic integrated machine assembly can receive mechanical energy and / or hydraulic energy to achieve the split of hydraulic power flow and / or mechanical power flow. The power assembly of the present invention has a high degree of electro-hydraulic integration, and has the characteristics of power split, compact structure, small volume, light weight, low noise, high efficiency and energy saving, and high power density.

Description

Technical Field

[0001] The present invention belongs to the field of power transmission and control of vehicles and walking machinery, and particularly relates to an electro-hydraulic hybrid power assembly with power splitting for use in electric vehicles, construction machinery, agricultural machinery, etc. Background Art

[0002] The power assembly of vehicles and walking machinery is one of the most critical core technologies. The existing electric vehicle power assembly consists of a drive motor, a reducer, a differential, and a controller. The reducer and differential assembly are on the housing. The drive motor rotates at a high speed to output speed and torque, and transmits mechanical energy to the drive wheels through the speed reduction and torque increase function of the reducer assembly. This power assembly structure is generally used in the field of consumer electric vehicles. Its structure has the following deficiencies: (1) Endurance bottleneck. Since it is difficult to make a major breakthrough in battery technology in a short time, compared with traditional fuel vehicles, its endurance mileage is still difficult to meet the public's demand for long voyages. For example, the Tesla flagship Model S pure electric vehicle has a maximum endurance mileage of over 500 km on the highway after a single charge, but this is achieved under the condition of a liquid-cooled high-energy lithium battery with an energy of 85 KW at a constant speed of 90 km / h, and it does not exceed 300 km under urban road conditions. (2) Mismatch between motor power requirements during acceleration and normal driving. In order to ensure that the electric vehicle has a short 0-100 km / h acceleration time during acceleration, a drive motor with a large power needs to be configured. For example, the Tesla flagship Model S pure electric vehicle needs to be configured with a drive motor with a power of up to about 300 kw in order to obtain a strong acceleration performance comparable to that of traditional sports cars such as Porsche (0-100 km / h acceleration time of 4-5 s). However, the average propulsion power requirement of this vehicle under the condition of driving at a speed of 90 km / h does not exceed 10 kw, and adding 50% of the transmission chain loss and accessory power does not exceed 15 kw either, which is only 5% - 6% of the peak power of the drive motor. Therefore, it causes huge waste, the low motor power, high energy consumption, and the great impact of the short-time strong current during rapid acceleration on the battery life. (3) Brake energy recovery bottleneck. Recovering and reusing brake energy is an important measure to improve the endurance mileage of electric vehicles, but the traditional battery and electric drive system have poor ability and efficiency to reverse transmit power and instantaneously store energy, the stored energy is limited, and at the same time, this frequent charging and discharging also affects the battery life.

[0003] Some other application fields of vehicles and mobile machinery that urgently need electrification transformation - construction machinery, agricultural machinery, mining and underground operation machinery, and special operation vehicles not only need to complete the traveling task but also need to complete various complex operation tasks. For example, excavation, hoisting, drilling, paving, slewing, etc. of various construction machinery, cutting, jacking, transportation, etc. of mining and underground operation machinery. The existing powertrain structure of electric vehicles cannot be used in these fields. If pure electric mobile machinery needs to complete both traveling and various operations, an additional set of power equipment needs to be added. Commonly, a set of motor + hydrostatic drive system needs to be added. The two sets of power systems not only occupy a large space, increase the weight, but also the control is very complex. Coupled with the fact that the battery itself needs to occupy a large space, the contradiction between the two makes the chassis layout extremely complex and difficult. Therefore, electric vehicles and mobile machinery have extremely strict requirements on the volume and weight of the power equipment.

[0004] Electric drive and hydraulic drive each have their own advantages in different fields. Electric drive has outstanding advantages in energy acquisition, control, environmental protection, and intelligence. Hydraulic drive has unparalleled advantages in its large thrust, high power density, complex working conditions, and energy recovery. The "strong combination" of the two is bound to be the future development trend and has broad application prospects. Summary of the Invention

[0005] The purpose of the present invention is to provide a new type of electro-hydraulic hybrid powertrain with one or more characteristics of compact structure, small volume, light weight, low noise, high efficiency and energy saving, high power density, and power splitting, aiming at the problems existing in the electrification of vehicles and mobile machinery.

[0006] The implementation manner of the technical solution of the present invention: A power splitting electro-hydraulic hybrid powertrain, characterized in that it includes a reducer assembly and an electro-hydraulic integrated machine assembly connected to the reducer assembly. The electro-hydraulic integrated machine assembly includes a motor housing assembly and a rotor assembly, a stator assembly, a hydraulic pump / motor assembly, an end seat, and a rotating cylinder accommodated in the motor housing assembly. The hydraulic pump / motor assembly includes a flow distribution pair and a plunger pair. The flow distribution pair includes the end of the cylinder block and a flow distribution plate. The rotating cylinder is respectively connected to the rotor assembly and the cylinder block. The electro-hydraulic integrated machine assembly can output mechanical energy and / or hydraulic energy, or the electro-hydraulic integrated machine assembly can receive mechanical energy and / or hydraulic energy to realize the splitting of hydraulic power flow and / or mechanical power flow.

[0007] For the power splitting electro-hydraulic hybrid powertrain of the present invention, the reducer assembly includes a reducer housing assembly and an input shaft assembly, an intermediate shaft assembly, and an output shaft assembly accommodated in the reducer housing assembly. The reducer housing assembly includes a reducer front housing and a reducer rear housing. The end seat and the motor housing assembly are respectively connected to the reducer front housing.

[0008] For the power split electro-hydraulic hybrid powertrain of the present invention, the cylinder block of the hydraulic pump / motor assembly is supported on the main shaft. One end of the main shaft penetrates through the end seat and is splined to one end of the input shaft of the input shaft assembly, or the main shaft and the input shaft are of an integral structure.

[0009] For the power split electro-hydraulic hybrid powertrain of the present invention, the end seat is arranged in the housing cavity of the motor housing assembly. The flow distribution pair of the hydraulic pump / motor assembly is supported on one end face of the end seat, and the end seat is supported on the front housing of the reducer.

[0010] For the power split electro-hydraulic hybrid powertrain of the present invention, the end seat is provided with an end seat communication hole and an end seat oil inlet passage. The end seat communication hole opens to the housing cavity. The flow distribution plate is provided with a low-pressure flow distribution port, and the end seat oil inlet passage communicates with the low-pressure flow distribution port. During operation, the low-pressure cold oil in the housing cavity enters the plunger holes of the cylinder block through the end seat communication hole and the end seat oil inlet passage, and the high-pressure oil formed after the action of the hydraulic pump / motor assembly is discharged from the oil outlet on the rear end cover of the motor housing assembly, realizing the output of hydraulic energy and taking away the heat in the housing cavity.

[0011] For the power split electro-hydraulic hybrid powertrain of the present invention, the hydraulic pump / motor assembly further includes a flow distribution sliding disk pair. The flow distribution sliding disk pair includes an inclined disk and a sliding disk supported on the inclined disk. The sliding disk is of an integral disk-shaped structure, and a static pressure oil film support is formed between the sliding disk and the inclined disk.

[0012] For the power split electro-hydraulic hybrid powertrain of the present invention, the flow distribution sliding disk pair is a two-way high-low pressure flow distribution sliding disk pair. The inclined disk in the flow distribution sliding disk pair is supported on the rear end cover. The inclined disk is provided with a low-pressure flow distribution window and a high-pressure flow distribution window. The low-pressure flow distribution window and the high-pressure flow distribution window are respectively communicated with the oil inlet and the oil outlet arranged on the rear end cover. One oil passage leading to the low-pressure flow distribution window and one oil passage leading to the housing cavity through the oil inlet fork are arranged on the oil inlet of the rear end cover. During operation, the low-pressure oil enters the plunger holes of the cylinder block from the low-pressure flow distribution port of the flow distribution plate and the low-pressure flow distribution window of the inclined disk in a two-way manner, and the high-pressure oil is discharged from the high-pressure flow distribution window of the inclined disk in a single way, realizing the suction and discharge of hydraulic oil.

[0013] The power-split electro-hydraulic hybrid powertrain described in the present invention, wherein the distribution sliding plate pair is a one-way high-pressure distribution sliding plate pair, the swash plate in the distribution sliding plate pair is supported on the rear end cover, the swash plate is provided with a high-pressure distribution window, the high-pressure distribution window is communicated with the oil outlet provided on the rear end cover, the oil inlet on the rear end cover is communicated with the housing cavity, all low-pressure oil enters the housing cavity from the oil inlet on the rear end cover, when working, the low-pressure oil in the housing cavity enters the plunger hole of the cylinder body from the low-pressure distribution port of the distribution plate in a single way through the end seat oil inlet channel, and the high-pressure oil is discharged in a single way from the high-pressure distribution window of the swash plate, thereby realizing the suction and discharge of hydraulic oil.

[0014] The power-split electro-hydraulic hybrid powertrain described in the present invention is provided with a variable mechanism on the electro-hydraulic integrated machine assembly, and the variable mechanism realizes the power distribution of mechanical energy and hydraulic energy by controlling the displacement of the hydraulic pump / motor assembly. The variable mechanism is configured as a swash plate angle controlled variable structure, and the variable mechanism includes a variable piston, a control valve and a variable spring, and the variable piston drives the swash plate to rotate.

[0015] The power-split electro-hydraulic hybrid powertrain described in the present invention has a shift system disposed on the reducer assembly, the shift system comprising a shift motor, a synchronizer system and a shift fork, the shift motor being connected to the reducer housing assembly, the synchronizer system being connected to the intermediate shaft assembly, the shift motor controlling the shift fork to shift the synchronizer system to achieve the disconnection and engagement of the power transmission of the reducer assembly, thereby controlling the electro-hydraulic hybrid powertrain to output hydraulic energy alone or output mechanical energy and hydraulic energy simultaneously.

[0016] The power-split electro-hydraulic hybrid powertrain described in the present invention is provided with a valve group assembly on the electro-hydraulic integrated machine assembly, the oil inlet of the valve group assembly is connected to the oil outlet of the rear end cover of the motor housing assembly, the valve group assembly is used to control the direction, pressure and flow of the oil, and the valve group assembly includes one or a combination of a pressure valve, a flow valve and a directional valve.

[0017] The power-split electro-hydraulic hybrid powertrain described in the present invention is provided with an accumulator, which is connected to the valve group assembly. The accumulator is used to receive high-pressure oil or output high-pressure oil, so that the electro-hydraulic hybrid powertrain has one or more functions of braking energy recovery, auxiliary starting or acceleration, stabilizing oil pressure, and providing auxiliary control oil source.

[0018] For the power split electro-hydraulic hybrid powertrain of the present invention, the electro-hydraulic hybrid powertrain further includes a controller, which can be a single independent function controller or an integrated central controller. The controller includes one or a combination of functions of a battery management system control module, a shift system control module, a valve group assembly control module, a motor control module, and a braking energy recovery control module, such that the electro-hydraulic hybrid powertrain has one or more of an acceleration start mode, a single travel mode, a single operation mode, a travel and operation hybrid mode, and a braking energy recovery mode.

[0019] For the power split electro-hydraulic hybrid powertrain of the present invention, the hydraulic pump / motor assembly has a shaft-supported structure, and further includes a main shaft, a first bearing, and a second bearing. The axis of the main shaft coincides with the axis of the cylinder block. One end of the main shaft passes through the valve plate pair to the end seat and is supported on the first bearing, and the other end passes through the valve slide plate pair to the rear end cover of the motor housing assembly and is supported on the second bearing. The cylinder block is supported on the main shaft and is synchronously rotated with the main shaft through a key connection. The plunger pair includes the plunger hole wall of the cylinder block and the plunger. The plunger reciprocates in the plunger cavity of the cylinder block to achieve oil suction and discharge work.

[0020] For the power split electro-hydraulic hybrid powertrain of the present invention, the hydraulic pump / motor assembly has a rotating drum-supported structure, and further includes a fourth bearing and a fifth bearing. The fourth bearing and the fifth bearing are respectively clamped between the rotating drum and the motor housing assembly. The rotor assembly and the hydraulic pump / motor assembly are supported on the fourth bearing and the fifth bearing through the rotating drum and achieve synchronous rotation. The plunger pair includes the plunger hole wall of the cylinder block and the plunger. The plunger reciprocates in the plunger cavity of the cylinder block to achieve oil suction and discharge work.

[0021] Based on the above technical solutions, the beneficial effects of the present invention are:

[0022] (1) The present invention greatly reduces the weight and volume of the powertrain and improves the overall power density of the powertrain. For mobile machinery (construction machinery, agricultural machinery) with requirements for travel and operation, in the present invention, devices such as hydraulic pumps, motors, controllers, and accumulators are highly integrated. Without increasing the volume and weight, the requirements for travel and operation can be met, and the technical solution that originally required two sets of powertrains can be replaced. This powertrain structure leaves enough space for the battery to ensure the total power. At the same time, it also simplifies the chassis layout and meets the extremely strict requirements of electric vehicles and mobile machinery for the volume and weight of power equipment.

[0023] (2) It fully exploits the greatest advantages of electric drive and hydraulic drive, truly achieving "the combination of strengths". In the present invention, devices such as hydraulic pumps, motors, controllers, and accumulators are highly integrated. It not only gives full play to the outstanding advantages of electric drive in energy acquisition, control, environmental protection, and intelligence, but also brings into play the unparalleled advantages of hydraulic drive in its large thrust, high power density, complex working conditions, and energy recovery.

[0024] (3) It increases the cruising range. In the present invention, devices such as hydraulic pumps, motors, controllers, and accumulators are highly integrated. The accumulator has the outstanding advantage of recovering and utilizing braking energy, and the braking energy recovery ratio can reach about 70 - 80%, making up for the shortcoming that it is difficult to break through the current battery capacity technology. Therefore, without increasing the battery capacity, the cruising range of electric vehicles can be significantly improved.

[0025] (4) Optimize the power matching of the motor and improve the battery working conditions. By utilizing the characteristics of the accumulator to quickly release energy, without significantly increasing the power configuration of the drive motor, it can still ensure that the electric vehicle has strong acceleration performance during startup. Therefore, the power of the drive motor during startup and normal driving is similar, reducing the technical requirements for the drive motor and avoiding the impact of short - time strong current during high - power output on the battery, thereby improving the service life and safety of the battery.

[0026] (5) It has diverse functions and convenient control. In the present invention, devices such as hydraulic pumps, motors, controllers, and accumulators are highly integrated. The power distribution between mechanical energy and hydraulic energy can be achieved by adjusting the swash - plate angle, etc. The output of only hydraulic energy or the simultaneous output of mechanical energy and hydraulic energy can be realized by adjusting the opening and closing of the shift system. The stepless speed regulation of the mechanical output end and the volume speed regulation control of the hydraulic output end can be achieved by controlling the motor speed, and finally all are completed by the central controller.

[0027] (6) The present invention significantly reduces noise and vibration. In the present invention, devices such as hydraulic pumps, motors, controllers, and accumulators are highly integrated. The motor assembly and the hydraulic pump / motor assembly share the same axis and the same housing, eliminating the coupling, cooling device, and connecting pipeline between the hydraulic pump and the hydraulic motor, and significantly reducing the noise.

[0028] (7) The present invention has self - cooling and is easy to dissipate heat. In the operation of traditional electric and hydraulic pump / motor components, there is energy dissipation, which is finally dissipated in the external environment in the form of heat. Therefore, an additional cooling device is required. In the present invention, devices such as hydraulic pumps, motors, controllers, and accumulators are highly integrated. The low - pressure cold oil in the cavity of the housing flows through the three major friction pairs of the motor stator assembly, rotor assembly, and hydraulic pump / motor assembly, and takes the heat generated by them into the hydraulic system to achieve self - cooling.

[0029] (8) The present invention has a long lifespan and high reliability. The electro-hydraulic drive system in the present invention is highly integrated, with all mechanical components highly integrated, simplifying the structural complexity; the slide plate in the flow distribution slide plate pair is of an integral structure, and the plunger in the plunger pair is of a conical structure. The unique designs of both significantly reduce the lateral force exerted by the plunger on the cylinder block, significantly improve the operating conditions of the three major friction pairs, improve the oil film stability thereof, and enable the hydraulic rotor part to have higher speed, higher pressure, larger flow rate, and longer lifespan. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is an embodiment of the power split electro-hydraulic hybrid powertrain of the present invention.

[0031] Figure 2 In the present invention Figure 1 is the A-A sectional view.

[0032] Figure 3 is the internal liquid flow diagram of the electro-hydraulic hybrid powertrain in the present invention.

[0033] Figure 4 is the plan view of one end of the slide plate in the present invention.

[0034] Figure 5 is Figure 6 the B-B sectional view of the slide plate structure in

[0035] Figure 6 is the plan view of the other end of the slide plate in the present invention.

[0036] Figure 7 is a plan view of one end support surface of the swash plate in the present invention.

[0037] Figure 8 is a plan view of the other end support surface of the swash plate in the present invention.

[0038] Figure 9 is a plan view of one end support surface of the flow distribution plate in the present invention

[0039] Figure 10 is the plan view of one end of the cylinder block in the present invention.

[0040] Figure 11 is the sectional view of the rotating cylinder along the axis in the present invention.

[0041] Figure 12 is the plan view of one side of the rotating cylinder in the present invention.

[0042] Figure 13 is the sectional view of the end seat along the axis in the present invention.

[0043] Figure 14 is Figure 13 the C-C sectional view in

[0044] Figure 15 This is another embodiment of the power-split electro-hydraulic hybrid powertrain of the present invention.

[0045] Figure 16 This is an embodiment of the electro-hydraulic hybrid powertrain with a valve group, an accumulator, and a controller in the present invention.

[0046] Figure 17 This is an embodiment of the permanent magnet rotor assembly in the present invention.

[0047] Figure 18 This is an embodiment of the rotary drum supported electro-hydraulic hybrid powertrain in the present invention.

[0048] Markings in the figure: 1 is the electro-hydraulic integrated machine assembly, 2 is the reducer assembly, 3 is the shifting system, 4 is the valve group assembly, 5 is the controller assembly, 6 is the outlet box, 7 is the accumulator, 8 is the stator assembly, 8a is the stator core, 8b is the stator winding, 9 is the rotor assembly, 9a is the rotor core, 9b is the rotor winding, 9c is the permanent magnet, 9d is the end ring, 10 is the main shaft, 10C is the axis of the main shaft, 11 is the rotating cylinder, 12 is the connecting part, 13 is the oil passage hole, 14 is the connecting key, 15 is the protruding part, 16 is the first stop block, 17 is the second stop block, 21 is the first bearing, 22 is the second bearing, 23 is the third bearing, 24 is the fourth bearing, 25 is the fifth bearing, 31 is the motor housing, 33 is the rear end cover, 33a is the oil inlet, 33b is the oil outlet, 33c is the oil inlet fork, 34 is the housing cavity, 35 is the end seat, 36 is the end seat communication hole, 37 is the end seat oil inlet passage, 40 is the swash plate, 41 is the supporting surface, 41a is the swash plate supporting stop part, 42 is the flow distribution oil groove, 43 is the low-pressure flow distribution window, 44 is the high-pressure flow distribution window, 45 is the cylindrical sliding arc surface, 46 is the grooved low-pressure port, 47 is the grooved high-pressure port, 50 is the sliding disk, 50C is the axis of the sliding disk, 51 is the static pressure supporting surface of the sliding disk, 52 is the convex table surface of the sliding disk, 53 is the waist-shaped hole of the sliding disk, 54 is the outer sealing part of the sliding disk, 55 is the inner sealing part of the sliding disk, 56 is the interval sealing part of the sliding disk, 58 is the plunger ball socket, 60 is the pressure plate, 70 is the plunger, 71 is the plunger ball head, 72 is the central hole of the plunger, 73 is the tapered rod part, 74 is the plunger part, 80 is the cylinder block, 81 is the plunger hole, 82 is the main shaft assembly hole, 83 is the static pressure supporting surface of the cylinder block, 84 is the oil passage hole, 85 is the waist-shaped hole of the cylinder block, 90 is the flow distribution disk, 91 is the supporting surface, 92 is the low-pressure flow distribution port, 100 is the central spring, 101 is the retaining ring, 102 is the ball hinge, 110 is the variable mechanism, 111 is the variable piston, 112 is the control valve, 113 is the variable spring, 120 is the impeller, 200 is the reducer housing assembly, 201 is the front housing of the reducer, 202 is the rear housing of the reducer, 210 is the input shaft assembly, 211 is the input shaft, 212 is the first-stage driving gear, 213 is the input shaft bearing, 220 is the intermediate shaft assembly, 221 is the intermediate shaft, 222 is the first-stage driven gear, 223 is the second-stage driving gear, 224 is the bushing, 225 is the needle roller bearing, 226 is the intermediate shaft bearing, 227 is the engaging gear ring, 230 is the output shaft assembly, 231 is the second-stage driven gear, 232 is the output shaft bearing, 233 is the differential, 234 is the differential housing, 235 is the bolt, 237 is the half shaft gear, 238 is the planetary gear shaft, 239 is the planetary gear, 240 is the half shaft gear gasket, 241 is the planetary gear gasket, 301 is the shifting motor, 302 is the synchronizer system, 303 is the shifting fork. Detailed implementation manners

[0049] The present invention will be described in detail below with reference to the accompanying drawings.

[0050] Although the present invention admits of embodiments in many different forms, only some specific forms, which are examples of the present invention, are disclosed in the specification and the drawings. However, the present invention is not intended to be limited to the described embodiments. The scope of the present invention is given in the appended claims.

[0051] For convenience of description, the embodiments of the present invention are shown in a typical orientation, which is such that when the central axis of the motor main shaft of the electro-hydraulic hybrid powertrain is horizontally stationary, with the side of the speed reducer assembly being on the left and the side of the motor being on the right, the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "horizontal", "bottom", "inner", "outer", etc. used in the description are all referenced to this position. These are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, as well as a specific orientation structure and operation. It should be understood that the present invention can be manufactured, stored, transported, used and sold in an orientation different from the described position.

[0052] Embodiment 1:

[0053] As Figures 1 to 14 shown, it is a preferred embodiment of the electro-hydraulic hybrid powertrain of the present invention. In the shown preferred embodiment, the electro-hydraulic hybrid powertrain is of a shaft-supported structure, including a speed reducer assembly 2 and an electro-hydraulic integrated machine assembly 1 connected to the speed reducer assembly 2. The electro-hydraulic integrated machine assembly 1 includes a motor housing assembly and a rotor assembly 9, a stator assembly 8, a hydraulic pump / motor assembly, an end seat 35, a main shaft 10 and a rotating cylinder 11 accommodated in the motor housing assembly. The hydraulic pump / motor assembly includes a flow distribution sliding disk pair, a flow distribution pair and a plunger pair. The flow distribution pair includes the end of a cylinder block 80 and a flow distribution disk 90. The rotating cylinder 11 is respectively connected to the rotor assembly 9 and the cylinder block 80. The electro-hydraulic integrated machine assembly 1 can output mechanical energy and / or hydraulic energy, or the electro-hydraulic integrated machine assembly 1 can receive mechanical energy and / or hydraulic energy to achieve the diversion of hydraulic power flow and / or mechanical power flow. The hydraulic pump / motor assembly can selectively operate in a pump condition and / or a motor condition.

[0054] Specifically, the reducer assembly 2 includes a reducer housing assembly 200 and an input shaft assembly 210, an intermediate shaft assembly 220, and an output shaft assembly 230 that are accommodated in the reducer housing assembly 200 and arranged in parallel. The reducer housing assembly 200 includes a reducer front housing 201 and a reducer rear housing 202. The end seat 35 and the motor housing assembly are respectively connected to the reducer front housing 201. Specifically, the reducer front housing 201 and the reducer rear housing 202 can also be set as an integral structure. Predictably, the reducer assembly can be a fixed-ratio reducer or a variable-ratio transmission. A fixed-ratio reducer refers to a transmission mechanism with a fixed transmission ratio, that is, the output speed and the input speed are in a fixed ratio and are not adjustable; a variable-ratio transmission refers to a transmission mechanism with a variable transmission ratio, that is, by adjusting the internal speed-changing mechanism, the speed ratio of the output speed to the input speed can be adjusted according to different working conditions.

[0055] More specifically, the input shaft assembly 210 includes an input shaft 211, a first-stage driving gear 212, and input shaft bearings 213. Preferably, the input shaft 211 and the first-stage driving gear 212 are set as an integral structure and supported on the input shaft bearings 213. The input shaft 211 near the motor end is connected to one end of the main shaft 10 through a spline. Specifically, the input shaft 211 of the input shaft assembly 210 and the main shaft 10 are an integral structure.

[0056] More specifically, the intermediate shaft assembly 220 includes an intermediate shaft 221, a first-stage driven gear 222, a second-stage driving gear 223, and intermediate shaft bearings 226. The intermediate shaft 221 and the second-stage driving gear 223 are set as an integral structure. The first-stage driven gear 222 meshes with the first-stage driving gear 212. The intermediate shaft 221 is supported on the intermediate shaft bearings 226 on both sides and can rotate freely. A bushing 224 with shoulders is installed on the intermediate shaft 221. A needle bearing 225 is installed on the bushing 224. The first-stage driven gear 222 is supported on the intermediate shaft 221 through the needle bearing 225.

[0057] More specifically, the output shaft assembly 230 includes a secondary driven gear 231, output shaft bearings 232, a differential 233, and a differential housing 234. The secondary driven gear 231 meshes with the secondary driving gear 223. The secondary driven gear 231 and the differential housing 234 of the differential 233 are connected into one body by a plurality of bolts 235. The differential housing 234 is equivalent to the output shaft of the output shaft assembly 230 and is supported on the output shaft bearings 232 on both sides. The differential includes two half shaft gears 237, a planet gear shaft 238, two planet gears 239, two half shaft gear shims 240, and two planet gear shims 241 disposed within the differential housing 234. The two half shaft gears 237 are respectively supported and installed at the left and right ends of the differential housing 234. A half shaft gear shim 240 is disposed between each of the two half shaft gears 237 and the differential housing 234. The two planet gears 239 are positioned within the differential housing 234 by the planet gear shaft 238. The half shaft gears 237 and the planet gears 239 mesh with each other. A planet gear shim 241 is respectively disposed at the contact positions between the two planet gears 239 and the differential housing 234.

[0058] Specifically, the flow distribution sliding disk pair includes a swash plate 40 and a sliding disk 50 supported on the swash plate 40. The sliding disk 50 is an integral structure. A static pressure oil film support is formed between the sliding disk 50 and the swash plate 40. The flow distribution pair includes the end of the cylinder block 80 and the flow distribution disk 90. The cylinder block 80 abuts against the flow distribution disk 90, and a static pressure oil film support is formed therebetween. The axis of the main shaft 10 coincides with the axis of the cylinder block 80 of the cylinder block. One end of the main shaft 10 penetrates through the flow distribution pair to the end seat 35 and is supported on the first bearing 21, and the other end penetrates through the flow distribution sliding disk pair to the rear end cover 33 of the housing assembly and is supported on the second bearing 22. The cylinder block 80 is supported on the main shaft 10 and is synchronously rotated with the main shaft 10 through key connection. The plunger pair includes the plunger hole wall of the cylinder block 80 and the plunger 70. Preferably, the plunger 70 is a conical structure with a large central hole provided at the center. The plunger 70 reciprocates within the plunger cavity of the cylinder block 80 to achieve oil suction and discharge work.

[0059] Specifically, the motor includes, but is not limited to, an induction asynchronous motor, a permanent magnet DC motor, a permanent magnet synchronous motor, etc. Preferably, the motor is an induction asynchronous motor, including existing squirrel-cage asynchronous motors and wound-rotor asynchronous motors. The stator assembly 8 includes components such as a stator core 8a and a stator winding 8b. Among them, the stator core 8a is a part of the magnetic circuit and circuit of the motor, which is punched and laminated from thin silicon steel sheets coated with insulating paint on the surface. Its outer peripheral surface is fixedly connected to the motor housing 31 of the housing assembly. A plurality of notches (not shown) are provided on the inner peripheral surface of the stator core 8a. The stator winding 8b is embedded in the notches of the stator core 8a. The stator winding 8b is wound with insulated copper wires or insulated aluminum wires. The lead-out ends of the stator winding 8b are led to an outlet box 6 provided on the motor housing 31. The rotor assembly 9 includes components such as a rotor core 9a and a rotor winding 9b. Among them, the rotor core 9a is also punched and laminated from thin silicon steel sheets coated with insulating paint on the surface. Its inner peripheral surface is fixedly connected to the rotating cylinder 11. The two side surfaces of the rotor core 9a are abutted against the convex portion 15 of the rotating cylinder 11 through a first stopper 16 to limit the axial displacement of the rotor core 9a and the rotating cylinder 11. A plurality of notches (not shown) are provided on the outer peripheral surface of the rotor core 9a. The rotor winding 9b is embedded in the notches of the rotor core 9a. The rotor winding 9b includes, but is not limited to, a squirrel-cage structure and a wound-rotor structure rotor winding. Among them, the squirrel-cage structure is to insert copper bars or aluminum bars into the slots on the rotor core 9a as conducting bars and connect them with copper rings or aluminum rings at both ends to form a cage-like structure. The wound-rotor structure is to provide a coil winding on the rotor core 9a.

[0060] Among them, a certain air gap is maintained between the stator assembly 8 and the rotor assembly 9 to ensure reasonable power factor and starting performance during the operation of the motor. Alternatively, this air gap can also be filled with low-pressure cold oil in the housing cavity 34 of the housing assembly to dissipate the heat of the stator assembly 8 and the rotor assembly 9 of the motor.

[0061] Specially, the motor can be set as a motor with integrated power generation and power driving, that is: when used as a motor, electric energy is input to drive the rotor assembly 9 to rotate, and the electric energy is converted into mechanical energy; when used as a generator, the mechanical energy of the rotor assembly 9 is converted into electric energy under the action of electromagnetic induction.

[0062] Specifically, the motor housing assembly includes a motor housing 31 and a rear end cover 33 connected to the motor housing 31. The motor housing 31 and the rear end cover 33 enclose a housing cavity 34 for accommodating the rotor assembly, the stator assembly, and the hydraulic pump / motor assembly. The rear end cover 33 is used to close one end opening of the motor housing 31. An oil inlet 33a, an oil outlet 33b, and an oil inlet branch 33c are provided on the rear end cover 33.

[0063] Further, an oil passage leading to the low-pressure distribution window 43 on the swash plate 40 and an oil passage leading to the cavity 34 of the housing through the oil inlet fork 33c are provided on the oil inlet 33a of the rear end cover 33. During operation, low-pressure oil enters the plunger holes 81 of the cylinder block 80 from the low-pressure distribution port 92 of the distribution plate 90 and the low-pressure distribution window 43 of the swash plate 40 in a dual path, realizing oil suction.

[0064] Specifically, a end seat 35 is provided in the cavity 34 of the housing of the motor housing assembly. The distribution pair of the hydraulic pump / motor assembly is supported on one end face of the end seat 35, and the end seat 35 is connected to the front housing 201 of the reducer.

[0065] Further, as Figure 13 and 14 shown, a end seat communication hole 36 and a end seat oil inlet passage 37 are provided on the end seat 35. The end seat communication hole 36 opens to the cavity 34 of the housing. A low-pressure distribution port 92 is provided on the distribution plate 90. The end seat oil inlet passage 37 is communicated with the low-pressure distribution port 92. During operation, the low-pressure cold oil in the cavity 34 of the housing enters the plunger holes 81 of the cylinder block 80 from the end seat communication hole 36 through the end seat oil inlet passage 37. When the hydraulic pump / motor assembly operates in the pump condition, the high-pressure oil formed after the action of the hydraulic pump / motor assembly is discharged from the oil outlet 33b on the rear end cover 33, realizing the output of hydraulic energy and taking away the heat in the cavity 34 of the housing. Specifically, the end seat 35 can be a part of the front housing 201 of the reducer extending into the cavity 34 of the housing, that is, the end seat 35 and the front housing 201 of the reducer are of an integral structure.

[0066] Further, the distribution sliding disk pair is a bidirectional high-low pressure distribution sliding disk pair. The swash plate 40 in the distribution sliding disk pair is supported on the rear end cover 33. A low-pressure distribution window 43 and a high-pressure distribution window 44 are provided on the swash plate 40. The low-pressure distribution window 43 and the high-pressure distribution window 44 are respectively communicated with the oil inlet 33a and the oil outlet 33b provided on the rear end cover 33 through the distribution oil groove 42. An oil passage leading to the low-pressure distribution window 43 on the swash plate 40 and an oil passage leading to the cavity 34 of the housing through the oil inlet fork 33c are provided on the oil inlet 33a of the rear end cover 33. During operation, low-pressure oil enters the plunger holes 81 of the cylinder block 80 from the end seat oil inlet passage 37 of the end seat 35 through the low-pressure distribution port 92 of the distribution plate 90 and the low-pressure distribution window 43 of the swash plate 40 in a dual path, and high-pressure oil is discharged from the high-pressure distribution window 44 of the swash plate 40 in a single path, realizing the suction and discharge of hydraulic oil.

[0067] Further, the support surface of the swash plate 40 facing the rear end cover 33 has a cylindrical sliding arc surface 45 formed in a cylindrical shape. On the cylindrical sliding arc surface 45 of the swash plate 40, there are a grooved low-pressure port 46 and a grooved high-pressure port 47 configured in a groove shape. The grooved low-pressure port 46 is communicated with the oil inlet 33a, and the grooved high-pressure port 47 is communicated with the oil outlet 33b.

[0068] As Figure 3 shown, it is the internal liquid flow diagram of the electro-hydraulic hybrid power assembly. The low-pressure cold oil enters the plunger holes 81 of the hydraulic pump / motor assembly from the oil inlet 33a of the rear end cover 33 in the motor housing assembly in two paths. The first path passes through the low-pressure distribution window 43 on the swash plate 40, the waist-shaped hole 53 of the sliding plate, and the central hole 72 of the tapered plunger and enters the cylinder block plunger hole 81. The second path leads to the housing cavity 34 through the oil inlet fork 33c, and enters the cylinder block plunger hole 81 through the end seat communication hole 36, the end seat oil inlet passage 37, and the low-pressure distribution port 92. The low-pressure cold oil in the second path flows through the three major friction pairs of the stator assembly, the rotor assembly, and the hydraulic pump / motor assembly of the motor assembly. Based on the above structural design, the remarkable effects are as follows: When the low-pressure cold oil entering from the oil inlet fork 33c of the rear end cover 33 flows through the housing cavity 34, the various friction pairs placed in the housing cavity 34, as well as the rotor assembly and the stator assembly components of the motor assembly, are immersed in the low-temperature oil, and the heat generated by the three major friction pairs of the stator assembly, the rotor assembly, and the hydraulic motor assembly of the motor assembly is taken away and enters the hydraulic system.

[0069] As can be known from the above analysis, this structure has the characteristics of self-cooling and easy heat dissipation, which are specifically manifested in: on the one hand, it can keep the key components such as the motor stator, rotor, and the three major friction pairs of the hydraulic system always immersed in the low-temperature oil, preventing the motor stator and rotor from burning out and the oil film stability of the three major friction pairs from being damaged; on the other hand, due to the lack of the liquid resistance effect of the oil pipeline, the self-priming ability can be greatly improved.

[0070] At the same time, this structure can greatly reduce the weight and volume of the power assembly, and improve the overall power density of the power assembly. For mobile machinery (construction machinery, agricultural machinery) with walking and operation requirements, in the present invention, devices such as hydraulic pumps and motors are highly integrated. Without increasing the volume and weight, it can meet the walking and operation requirements, and can replace the technical solution that originally required two sets of power assemblies. This power assembly structure leaves enough space for the battery to ensure the total power. At the same time, it also simplifies the chassis layout and meets the extremely strict requirements of electric vehicles and walking machinery for the volume and weight of power equipment.

[0071] Specifically, as Figure 11 and 12As shown, the outer circumference of the drum 11 is connected to the rotor assembly 9, and an inwardly extending connecting portion 12 is provided on the inner side of the drum 11, and a plurality of oil holes 13 are circumferentially provided on the connecting portion 12. The oil holes 13 are connected to the shell cavities 34 on both sides so that low-pressure oil can pass smoothly. A connecting key 14 that cooperates with the outer circumference of the cylinder body 80 is provided in the inner circumference of the connecting portion 12; alternatively, the drum connecting portion and the cylinder body may also include but not limited to interference fit connection, bolt connection and the like.

[0072] Furthermore, a restraining device for restraining axial movement is provided on the drum 11, and the restraining device includes a protrusion 15 protruding outwardly on both sides of the drum 11 for restraining the axial displacement of the motor rotor, and a first stopper 16 clamped between the motor rotor and the protrusion 15; the restraining device also includes a second stopper 17 arranged on the outer circumference of the cylinder body 80 for restraining the axial displacement of the drum 11, and the second stopper 17 is connected to the connecting portion 12 of the drum 11.

[0073] More specifically, a plurality of plunger ball sockets 58 are provided on the circumferential direction of the end surface of the sliding plate 50 facing the cylinder body 80 and opposite to the plunger 70, such as Figure 4 , 5 As shown in FIG. 6 , the plunger ball socket 58 forms a concave portion with an opening roughly in the shape of a hemisphere on the end surface of the sliding plate 50. The plunger ball socket 58 supports the plunger ball head 71 in a state of being evenly spaced and distributed on the common circumference of the sliding plate axis 50C. After the plunger 70 is installed on the plunger ball socket 58, it is fixed to the end surface of the sliding plate 50 by the pressure plate 60, so that the movement of the plunger 70 away from the end surface of the sliding plate 50 is restricted. In particular, the method for fixing the plunger 70 to the end surface of the sliding plate 50 is not limited to the method of using the pressure plate. For example, a shape-locking clamping device (not shown) can also be provided on the sliding plate 50, and the clamping device can fix the plunger ball head 71 by covering it more than 180 degrees.

[0074] The end surface of the sliding plate 50 facing the swash plate 40 is provided with a sliding plate static pressure bearing surface 51. Figure 5 As shown, the sliding plate axis 50C is at a certain angle to the main shaft axis, the sliding plate static pressure support surface 51 is supported on the swash plate 40 and always maintains a sliding fit with the swash plate 40, and a plurality of sliding plate waist-shaped holes 53 with a waist-shaped configuration are provided on the sliding plate static pressure support surface 51. Preferably, the sliding plate waist-shaped holes 53 are evenly distributed on the sliding plate static pressure support surface 51 with the sliding plate axis 50C as the center, and the sliding plate waist-shaped holes 53 are connected to the plunger ball socket 58.

[0075] Further, on the end face of the sliding disk 50 opposite to the swash plate 40, there is a sliding disk convex table surface 52 extending towards the swash plate 40 side along the axis 50C of the sliding disk. The sliding disk convex table surface 52 is composed of a region enclosed by an inner diameter R1 and an outer diameter R2. The sliding disk convex table surface 52 and the supporting surface 41 of the swash plate 40 are in sliding contact with each other. At positions corresponding to the plunger ball sockets 58 on the sliding disk convex table surface 52, there are a plurality of sliding disk waist-shaped holes 53. Preferably, the sliding disk waist-shaped holes 53 are evenly distributed on the sliding disk convex table surface 52 at equal intervals along a common circumference centered on the axis 50C of the sliding disk.

[0076] Among them, an effective static pressure oil film support is formed between the sliding disk convex table surface 52 and the supporting surface 41 of the swash plate 40. A sealing part for the action of sealing oil is provided on the sliding disk convex table surface 52. The sealing part is arranged around the sliding disk waist-shaped holes 53 on the inner and outer circumferences of the sliding disk waist-shaped holes 53. The sealing part includes a sliding disk inner sealing part 55, a sliding disk outer sealing part 54 distributed radially inside and outside the sliding disk waist-shaped holes 53, and a sliding disk interval sealing part 56 distributed between adjacent sliding disk waist-shaped holes 53. The sliding disk inner sealing part 55 is a region enclosed by the inner edge of the sliding disk waist-shaped hole 53 and the inner diameter R1 of the sliding disk convex table surface 52. The sliding disk outer sealing part 54 is a region enclosed by the outer edge of the sliding disk waist-shaped hole 53 and the outer diameter R2 of the sliding disk convex table surface 52. The sliding disk interval sealing part 56 is an interval convex table surface region between adjacent sliding disk waist-shaped holes 53. A certain reasonable gap is always maintained between the sealing part of the sliding disk convex table surface 52 and the supporting surface 41 of the swash plate 40 so that the oil film leakage is at a reasonable level.

[0077] As Figure 10 shown, the cylinder block 80 has a columnar configuration with a circular radial cross-section and is accommodated in the housing cavity 34 of the housing assembly. The cylinder block 80 has a plurality of plunger holes 81 evenly distributed circumferentially around the axis of the cylinder block and a main shaft assembly hole 82 for accommodating the main shaft 10 at the center. The cylinder block 80 has a plurality of plunger holes 81. Preferably, the number of the plunger holes is generally set to 7 or 9. The main shaft 10 passes through the main shaft assembly hole 82 of the cylinder block 80 and is connected to the cylinder block 80 by means of a connection key arranged on the outer peripheral surface of its shaft body. The cylinder block 80 is supported on the main shaft 10 in a manner that moves synchronously with the main shaft 10.

[0078] Among them, the other end face of the cylinder block 80 abuts against the distribution disk 90 to form a distribution pair, and the two ends are supported in a hydrostatic manner, as Figure 9 and 10As shown, a cylinder block static pressure support surface 83 is provided on the end surface of the cylinder block 80 facing the valve plate 90. The cylinder block static pressure support surface 83 is supported on the support surface 91 of the valve plate 90 and always maintains a sliding fit with the valve plate 90. A plurality of cylinder block waist-shaped holes 85 configured as waist-shaped are provided on the cylinder block static pressure support surface 83. Preferably, the cylinder block waist-shaped holes 85 are evenly distributed on the cylinder block static pressure support surface 83 centered on the axis of the cylinder block. An oil passage hole 84 communicating the plunger hole 81 and the cylinder block waist-shaped hole 85 is provided at the end of the cylinder block.

[0079] During operation, the hydraulic pressure acts on the end of the cylinder block and is further transmitted to the valve plate 90. Generally, the axial force of the hydraulic pressure acting on the end of the cylinder block 80 is greater than the support force of the valve plate 90 acting on the end of the cylinder block through the oil film. Therefore, the end of the cylinder block always abuts against the valve plate 90 through a layer of oil film and slides.

[0080] Specifically, the plunger 70 includes a plunger ball head 71 supported at one end on the plunger ball socket 58 of the swash plate 50 and fixed to the end face of the swash plate 50 via a pressure plate 60, a plunger central hole 72 for communicating the plunger hole 81 and the plunger ball socket 58, a tapered rod portion 73 with a conical outer peripheral surface, and a plunger portion 74 that is in clearance fit with the wall of the cylinder block plunger hole and can reciprocate therein. The plunger ball head 71 is spherical and can slide freely on the plunger ball socket 58 of the swash plate 50. The plunger central hole 72 is a large-diameter through-hole structure and serves as an oil suction and / or discharge passage. At least one sealing ring is often provided on the plunger portion 74 to seal the liquid. The tapered rod portion 73 is generally conical and gradually increases from the plunger ball end to the plunger portion 74. When the plunger 70 moves to a certain position, the tapered rod portion 74 contacts the inner circumferential surface of the plunger hole 81 to play a role in force transmission. It should be noted that the plunger 70 is not limited to the tapered plunger type and may also include a connecting rod-plunger with ball heads at both ends or a spherical plunger with a universal hinge.

[0081] During operation, the hydraulic pressure acts on the plunger 70 and is further transmitted to the swash plate 50. Generally, the axial force of the plunger 70 acting on the swash plate 50 is greater than the sum of the support force of the swash plate 40 acting on the swash plate 50 through the oil film and the return force of the plunger 70. Therefore, the swash plate 50 always abuts against the swash plate 40 through a layer of oil film and slides.

[0082] Considering that initial sealing is still required between the swash plate and the inclined plate at startup to quickly establish oil pressure, an initial sealing device must be provided on one side of the valve plate swash plate pair.

[0083] Preferably, one type of initial sealing device, such as Figure 15As shown, a spring preloading device is provided between the sliding disk 50 and the cylinder block 80. This spring preloading device enables a certain initial contact force between the flow distribution sliding disk pair and the flow distribution pair. The spring preloading device includes a central spring 100, a retaining ring 101, and a ball hinge 102. One end of the preloading spring force of the central spring 100 acts on the pressure plate 60 through the ball hinge 102 and is further transmitted to the sliding disk 50, while the other end acts on the end of the cylinder block and the flow distribution disk 90 through the retaining ring 101.

[0084] Preferably, for another initial sealing device, such as Figures 1 to 3 As shown, a restraint device can also be provided on the sliding disk 50 and / or the cylinder block 80. The restraint device has the function of restricting the sliding disk 50 of the flow distribution sliding disk pair from moving away from the swash plate 40 and restricting the cylinder block 80 of the flow distribution pair from moving away from the flow distribution disk 90.

[0085] Furthermore, the restraint device includes a swash plate stop portion that protrudes outward on the side of the sliding disk 50 close to the sliding disk hydrostatic bearing surface 51 and an engaging device provided on the swash plate support stop portion 41a. The stop portion is used to restrict the movement of the third bearing 23. The engaging device includes an engaging circumferential groove provided on the swash plate support stop portion 41a adjacent to the third bearing 23 and a snap ring (not shown) provided on the engaging inner circumferential groove. The snap ring restricts the sliding disk from moving away from the end face of the swash plate 40 in a manner that restrains the outward movement of the third bearing 23.

[0086] Predictably, an elastic gasket (not shown) can also be appropriately provided between the stop portion and the third bearing 23 or between the snap ring and the third bearing 23, so that in addition to restricting the sliding disk from moving away from the swash plate end face, the restraint assembly also has a certain initial preloading force to maintain the preloaded state between the sliding disk and the swash plate. Similarly, the restraint method of the engaging device can also be achieved by the interference fit between the third bearing 23 and the swash plate support stop portion 41a. An engaging circumferential groove and a snap ring that cooperate with the engaging circumferential groove are provided on the swash plate support stop portion 41a adjacent to the third bearing 23 to play a further restraining role. On the side of the cylinder block, the restraint device also includes a snap ring, which is used to restrain the end of the cylinder block from moving away from the thrust disk.

[0087] Embodiment 2:

[0088] Such as Figure 15 As shown, the difference from Embodiment 1 lies in the oil inlet of the rear end cover and the different flow distribution sliding disk pair. Other structures can refer to those described in Embodiment 1.

[0089] In this embodiment, the flow distribution sliding disc pair is a unidirectional high-pressure flow distribution sliding disc pair. The swash plate 40 in the flow distribution sliding disc pair is supported on the rear end cover 33. A high-pressure flow distribution window 44 is provided on the swash plate 40, and the high-pressure flow distribution window 44 is communicated with the oil outlet 33b provided on the rear end cover 33. The oil inlet 33a on the rear end cover 33 is communicated with the housing cavity 34. All the low-pressure oil fluid enters the housing cavity 34 from the oil inlet 33a on the rear end cover 33. During operation, the low-pressure oil fluid in the housing cavity 34 enters the plunger holes 81 of the cylinder block 80 through the low-pressure flow distribution port 92 of the flow distribution disc 90 via the end seat oil inlet passage 37. The high-pressure oil fluid is discharged from the high-pressure flow distribution window 44 of the swash plate 40 in a single path, realizing the suction and discharge of the hydraulic oil.

[0090] Embodiment 3:

[0091] The difference from other embodiments is that the electro-hydraulic hybrid power assembly is further provided with a variable mechanism, and the other structures can refer to those described in Embodiment 1.

[0092] Specifically, as Figure 1 shown, a variable mechanism 110 is provided on the rear end cover 33. The variable mechanism is used to adjust the displacement of the hydraulic pump / motor assembly to achieve the power distribution between mechanical energy and hydraulic energy. The variable mechanism is a swash plate angle control type variable structure. The swash plate angle control type variable mechanism includes a variable piston 111, a control valve 112 and a variable spring 113. The control valve 112 is connected to the rear end cover 33. A plurality of fluid flow channels are provided in the control valve 112. The control valve 112 controls the movement of the variable piston 111 by controlling the oil fluid entering the variable piston 111, realizing the change of the angle of the swash plate 40. The control valve 112 can set various variable control modes according to the working condition parameters, and the variable spring 113 plays a reset role.

[0093] This embodiment is particularly applicable to vehicles and walking machinery that need to both travel and complete various operations, such as construction machinery, agricultural machinery, mining and underground operation machinery, special operation vehicles, etc. At the same time, this embodiment can be adjusted dynamically in real time according to various working conditions:

[0094] (1) When the main working condition of the vehicle and walking machinery is normal driving on the road and does not need to complete various operation tasks, the central controller controls the control valve 112 of the variable mechanism to adjust the swash plate angle to the minimum angle, and most of the power output of the electro-hydraulic hybrid power assembly is transmitted through the reducer assembly.

[0095] (2) When the main working condition of the vehicle and walking machinery is traveling and operating simultaneously, at this time, the central controller controls the control valve 112 of the variable mechanism according to different working condition requirements, and adjusts the swash plate angle in real time to perform the power distribution between mechanical energy and hydraulic energy.

[0096] Embodiment 4:

[0097] The difference from other embodiments is that a gear shift system 3 is also provided on the reducer assembly of the electro-hydraulic hybrid powertrain.

[0098] Specifically, Figures 1 to 3 As shown, the reducer assembly 2 is provided with a shift system 3, and the shift system 3 includes a shift motor 301 connected to the reducer housing assembly 200, a synchronizer system 302, a shift fork 303 and a shift fork shaft (not shown), and the synchronizer system 302 is connected to the intermediate shaft assembly 220. The shift motor 301 controls the shift fork 303 to shift the synchronizer system 302 to achieve the disconnection and connection of the power transmission of the reducer assembly, thereby controlling the electro-hydraulic powertrain to output hydraulic energy alone or output mechanical energy and hydraulic energy simultaneously.

[0099] More specifically, the synchronizer system 302 is set and fixed on the intermediate shaft 221, and a coupling ring gear 227 is welded on the primary driven gear 222. The coupling ring gear 227 cooperates with the gear sleeve in the synchronizer system 302 to achieve the engagement and disconnection of the power transmission. The shift fork 303 is welded with the fork shaft, and the fork shaft is supported on the reducer front housing 201 and the reducer rear housing 202 through a sliding bushing. A lead screw mechanism is arranged in the fork shaft, and the shift motor 301 drives the lead screw mechanism to make the shift fork 303 move axially and linearly, and the shift fork 303 drives the gear sleeve to engage or disconnect with the coupling ring gear 227, thereby achieving the engagement or disconnection of the power transmission of the reducer.

[0100] Therefore, this embodiment can control the shift system according to the following working conditions:

[0101] (1) When the vehicle and the traveling machine are stationary and in full operation, the central controller controls the shift motor so that the gear sleeve and the engagement gear ring 227 are in a disconnected state, and the electric-hydraulic hybrid powertrain only outputs power in the form of hydraulic energy.

[0102] (2) When the main working conditions of the vehicle and the walking machine are walking and working at the same time, the central controller controls the shift motor so that the gear sleeve and the engagement gear ring 227 are in an engaged state, and the electro-hydraulic hybrid powertrain outputs the power of mechanical energy and hydraulic energy. In combination with Example 3, the central controller controls the control valve 112 of the variable mechanism according to different working conditions, and adjusts the swash plate angle in real time to distribute the power of mechanical energy and hydraulic energy.

[0103] Embodiment 5:

[0104] like Figures 15 to 18 As shown, the difference from other embodiments is that an impeller 120 is arranged on the outer periphery of the main shaft in the end seat.

[0105] Specifically, an impeller 120 is arranged on the main shaft 10 inside the end seat 35. A plurality of end seat communication holes 36 and an end seat oil inlet passage 37 communicating with the low-pressure distribution port 92 are arranged on the end seat 35. The end seat communication holes 36 are arranged circumferentially on the end seat. Driven by the main shaft 10, the impeller 120 causes the low-pressure hydraulic fluid in the housing cavity 34 to accelerate through the end seat communication holes 36 and enter the plunger hole 81 through the end seat oil inlet passage 37, taking away heat. The advantages of this structure are as follows: First, it accelerates the flow of the hot oil in the housing cavity 34, enabling it to leave the vicinity of the friction pair as soon as possible and reducing the influence of high temperature on the friction pair; second, it improves the oil suction flow rate on the sliding disc side and enhances the oil suction performance.

[0106] Embodiment 6:

[0107] As Figures 16 to 18 shown, the difference from Embodiment 2 is that the electro-hydraulic hybrid power assembly is provided with a valve group assembly 4 for pressure, flow rate, and direction regulation. Other structures can refer to those described in Embodiment 2.

[0108] Specifically, a valve group assembly 4 is connected to the rear end cover 33. The oil inlet of the valve group assembly 4 is communicated with the oil outlet 33b. The valve group assembly 4 is used for controlling direction, pressure, and flow rate. The valve group assembly 4 includes one or a combination of a pressure valve, a flow valve, and a direction valve. The valve group assembly 4 has different functions under different working conditions:

[0109] (1) When the vehicle and the construction machinery are in normal driving on the road and do not need to complete various operation tasks, the central controller controls the valve group assembly 4 to unload the hydraulic pump / motor assembly, and the discharged oil fluid is directly discharged into the fuel tank.

[0110] (2) When the vehicle and the construction machinery are in the operation state, the central controller controls the valve group assembly 4 to output high-pressure oil fluid from the hydraulic pump / motor assembly. The discharged high-pressure oil fluid drives the operation load to work, and adjusts the pressure, flow rate, and direction according to the load working conditions.

[0111] Embodiment 7:

[0112] As Figures 16 to 18 shown, the difference from other embodiments is that an accumulator 7 is arranged on the electro-hydraulic hybrid power assembly.

[0113] Specifically, an accumulator 7 is arranged on one side of the rear end cover 33. The accumulator 7 includes a high-pressure accumulator and / or a low-pressure accumulator. The accumulator 7 is connected to the valve group assembly 4. It can be predicted that the accumulator can be connected to the rear end cover or be placed independently. When the accumulator is placed independently, the accumulator is connected to the valve group assembly 4 through a hydraulic oil pipe. The accumulator has different functions under different working conditions:

[0114] (1)Regenerative braking energy. When the vehicle and mobile machinery are in the braking condition, the motor is powered off and does not provide power. Due to the inertia of the whole vehicle, the vehicle and mobile machinery continue to move forward. The inertial energy of the vehicle transfers mechanical energy to the main shaft 10 through the reducer. The main shaft 10 drives the cylinder block 80 to rotate. At this time, the hydraulic pump / motor assembly of the electro-hydraulic integrated unit works in the pump condition. The central controller controls the valve group assembly to store the output high-pressure oil in the accumulator 7, playing a role in energy storage. Similarly, the braking energy during operation can also be stored in the accumulator 7. Specifically, when the hydraulic pump / motor assembly of the electro-hydraulic integrated unit works in the pump condition and the rotor assembly and stator assembly work in the power generation state, after the inertial energy of the vehicle is transferred to the electro-hydraulic integrated unit through the reducer, the electro-hydraulic integrated unit generates electrical energy and hydraulic energy, where the hydraulic energy is stored in the accumulator 7, realizing the recovery of braking energy. Therefore, the existence of the accumulator can significantly improve the cruising range and operation time of electric vehicles without increasing the battery capacity. Predictably, the accumulator 7 can also be used for energy recovery generated during the operation of construction machinery engineering. For example, when the heavy object of a crane descends, the hydraulic energy generated by its inertial energy can also be stored in the accumulator 7.

[0115] (2)Acceleration or start. Utilizing the characteristics of fast charging and discharging of the accumulator, when the vehicle and mobile machinery are in the starting condition, the accumulator 7 can quickly release high-pressure oil. The high-pressure oil drives the hydraulic pump / motor assembly. At this time, the hydraulic pump / motor assembly works in the motor condition. The hydraulic pump / motor assembly drives the main shaft to rotate and transfers it to the wheels through the reducer. Obviously, the accumulator can accelerate it alone or in combination with the motor. Therefore, while ensuring strong acceleration performance when the electric vehicle starts, the configuration of the driving motor power can be reduced, that is, the driving motor power during starting and normal driving is similar. This reduces the technical requirements for the driving motor, avoids the impact of short-term high-power output current on the battery, and improves the service life and safety of the battery. Based on the above analysis, setting the accumulator can optimize the power matching of the motor and improve the battery condition.

[0116] (3)Stabilize the oil pressure. When the vehicle and mobile machinery are in the operating state, the accumulator can play a role in stabilizing the pressure of the hydraulic system and preventing overload shock.

[0117] (4)Provide an auxiliary control oil source. Since the accumulator is in a high-pressure standby state for a long time, therefore, without opening the main power system, it can provide an auxiliary control oil source for other auxiliary equipment, such as a steering booster, a hydraulic valve group, and other related hydraulic equipment.

[0118] Example 8:

[0119] As Figure 17 And18 As shown, the main difference from other embodiments is that a controller assembly 5 is provided on the electro-hydraulic hybrid powertrain.

[0120] Specifically, the controller assembly 5 can be a single independent function controller or a central controller. The controller assembly 5 includes one or a combination of functions of a battery management system (not shown) control module, a shift system control module, a valve group assembly control module, a motor controller, and a braking and energy recovery control module.

[0121] The respective sub-controllers or modules exchange information through the CAN bus to form a complete integrated control system. This system can receive various input command signals, including operating signals or parameters, signals of stepping on the accelerator, operating condition signals, braking input operation signals, and data and parameters input by sensors, such as the pressure, temperature, and flow rate of the hydraulic fluid, the external temperature, vehicle speed, rotational speed, etc. The controller changes and adjusts the electro-hydraulic hybrid system to be in different working modes according to various input signals and parameters. For example, the electro-hydraulic acceleration start mode, the single travel mode, the single operation mode, the travel and operation hybrid mode, the braking and energy recovery mode, etc. provided in the present invention.

[0122] Embodiment 9:

[0123] As Figure 18 shown, the main difference from other embodiments is that this embodiment is a rotary drum supported electro-hydraulic hybrid powertrain.

[0124] Specifically, the electro-hydraulic hybrid powertrain includes a fourth bearing 24 and a fifth bearing 25. The fourth bearing 24 and the fifth bearing 25 are respectively clamped between the rotary drum 11 and the housing assembly. The rotor assembly 9 of the motor and the hydraulic pump / motor assembly are supported on the fourth bearing 24 and the fifth bearing 25 by the rotary drum 11 and achieve synchronous rotation. The plunger 70 reciprocates in the plunger cavity of the cylinder block 80 to achieve the oil suction and discharge work.

[0125] Embodiment 10:

[0126] As Figure 17 shown, the difference from other embodiments lies in the different structure of the rotor assembly.

[0127] Specifically, the rotor assembly 9 includes a rotor core 9a connected to the outer peripheral surface of the rotary drum 11 and a permanent magnet 9c nested in the rotor core 9a. End rings 9d are provided at both ends of the permanent magnet 9c to restrict the axial movement of the permanent magnet.

[0128] The above content is a further detailed description of the present invention in combination with specific preferred technical solutions. It cannot be determined that the specific implementation of the present invention is only limited to these descriptions. For those of ordinary skill in the technical field to which the present invention pertains, without departing from the concept of the present invention, several simple deductions or substitutions can be made, and all technical solutions and their improvements that do not depart from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A power split electro-hydraulic hybrid powertrain, characterized in that: It includes a speed reducer assembly (2) and an electro-hydraulic integrated machine assembly (1) connected to the speed reducer assembly (2). The electro-hydraulic integrated machine assembly (1) includes a motor housing assembly and a rotor assembly (9), a stator assembly (8), a hydraulic pump / motor assembly, an end seat (35), and a rotating cylinder (11) accommodated in the motor housing assembly. The hydraulic pump / motor assembly includes a flow distribution pair and a plunger pair. The flow distribution pair includes the end of a cylinder block (80) and a flow distribution plate (90). The rotating cylinder (11) is respectively connected to the rotor assembly (9) and the cylinder block (80). The electro-hydraulic integrated machine assembly (1) can output mechanical energy and / or hydraulic energy, or the electro-hydraulic integrated machine assembly (1) can receive mechanical energy and / or hydraulic energy to achieve the diversion of hydraulic power flow and / or mechanical power flow; The end seat (35) is arranged in a housing cavity (34) of the motor housing assembly. An end seat communication hole (36) and an end seat oil inlet passage (37) are arranged on the end seat (35). The end seat communication hole (36) opens to the housing cavity (34). A low-pressure flow distribution port (92) is arranged on the flow distribution plate (90). The end seat oil inlet passage (37) is communicated with the low-pressure flow distribution port (92). During operation, the low-pressure cold oil in the housing cavity (34) enters the plunger hole (81) of the cylinder block (80) from the end seat communication hole (36) through the end seat oil inlet passage (37), and the high-pressure oil formed after the action of the hydraulic pump / motor assembly is discharged from an oil outlet (33b) on a rear end cover (33) of the motor housing assembly, realizing the output of hydraulic energy and taking away the heat in the housing cavity (34); The hydraulic pump / motor assembly further includes a flow distribution sliding disk pair. The flow distribution sliding disk pair includes an inclined disk (40) and a sliding disk (50) supported on the inclined disk (40). The sliding disk (50) is of an integral disk-shaped structure. A static pressure oil film support is formed between the sliding disk (50) and the inclined disk (40); The flow distribution sliding disk pair is a two-way high-low pressure flow distribution sliding disk pair. The inclined disk (40) in the flow distribution sliding disk pair is supported on the rear end cover (33). A low-pressure flow distribution window (43) and a high-pressure flow distribution window (44) are arranged on the inclined disk (40). The low-pressure flow distribution window (43) and the high-pressure flow distribution window (44) are respectively communicated with an oil inlet (33a) and an oil outlet (33b) arranged on the rear end cover (33). An oil passage leading to the low-pressure flow distribution window (43) and an oil passage leading to the inside of the housing cavity (34) through an oil inlet fork (33c) are arranged on the oil inlet (33a) of the rear end cover (33). During operation, the low-pressure oil enters the plunger hole (81) of the cylinder block (80) from the low-pressure flow distribution port (92) of the flow distribution plate (90) and the low-pressure flow distribution window (43) of the inclined disk (40) in a two-way manner, and the high-pressure oil is discharged from the high-pressure flow distribution window (44) of the inclined disk (40) in a single way, realizing the suction and discharge of hydraulic oil.

2. The power split electro-hydraulic hybrid powertrain according to claim 1, characterized in that: The reducer assembly (2) comprises a reducer housing assembly (200) and an input shaft assembly (210), an intermediate shaft assembly (220) and an output shaft assembly (230) accommodated in the reducer housing assembly (200); the reducer housing assembly (200) comprises a reducer front housing (201) and a reducer rear housing (202); the end seat (35) and the motor housing assembly are respectively connected to the reducer front housing (201).

3. The power split electro-hydraulic hybrid powertrain according to claim 2, wherein: The cylinder body (80) of the hydraulic pump / motor assembly is supported on a main shaft (10), one end of the main shaft (10) passes through the end seat (35) and is spline-connected to one end of an input shaft (211) of the input shaft assembly (210), or the main shaft (10) and the input shaft (211) are an integrated structure.

4. The power split electro-hydraulic hybrid powertrain according to claim 2, wherein: The distribution pair of the hydraulic pump / motor assembly is supported on one side end surface of the end seat (35), and the end seat (35) is supported on the front housing (201) of the reducer.

5. The power split electro-hydraulic hybrid powertrain according to claim 1, characterized in that: A variable mechanism (110) is provided on the electro-hydraulic integrated machine assembly (1). The variable mechanism (110) realizes power distribution of mechanical energy and hydraulic energy by controlling the displacement of a hydraulic pump / motor assembly. The variable mechanism (110) is configured as a swash plate angle controlled variable structure. The variable mechanism (110) comprises a variable piston (111), a control valve (112) and a variable spring (113). The variable piston (111) drives the swash plate (40) to rotate.

6. The power split electro-hydraulic hybrid powertrain according to claim 2, characterized in that: The reducer assembly (2) is provided with a shift system (3), the shift system (3) comprising a shift motor (301), a synchronizer system (302) and a shift fork (303), the shift motor (301) being connected to the reducer housing assembly (200), the synchronizer system (302) being connected to the intermediate shaft assembly (220), the shift motor (301) controlling the shift fork (303) to shift the synchronizer system (302) to achieve the disconnection and connection of the power transmission of the reducer assembly (2), thereby controlling the electric-hydraulic hybrid power assembly to output hydraulic energy alone or to output mechanical energy and hydraulic energy simultaneously.

7. The power split electro-hydraulic hybrid powertrain according to claim 1, characterized in that: A valve assembly (4) is provided on the electro-hydraulic integrated machine assembly (1); an oil inlet of the valve assembly (4) is connected to an oil outlet (33b) of a rear end cover (33) of a motor housing assembly; the valve assembly (4) is used to control the direction, pressure and flow of oil; the valve assembly (4) comprises one or a combination of a pressure valve, a flow valve and a directional valve.

8. The power split electro-hydraulic hybrid powertrain according to claim 7, characterized in that: The electric-hydraulic hybrid powertrain is provided with an accumulator (7), the accumulator (7) being connected to the valve group assembly (4), and the accumulator (7) being used to receive high-pressure oil or output high-pressure oil, so that the electric-hydraulic hybrid powertrain has one or more functions of braking energy recovery, auxiliary starting or acceleration, stabilizing oil pressure, and providing auxiliary control oil source.

9. The power split electro-hydraulic hybrid powertrain according to claim 1, wherein: The electro-hydraulic hybrid powertrain further includes a controller (5), which can be a single independent functional controller or an integrated central controller. The controller (5) includes one or a combination of functions of a battery management system control module, a shift system control module, a valve group assembly control module, a motor control module, and a braking energy recovery control module, such that the electro-hydraulic hybrid powertrain has one or more of an acceleration start mode, a single travel mode, a single operation mode, a travel and operation hybrid mode, and a braking energy recovery mode.

10. The power split electro-hydraulic hybrid powertrain according to any one of claims 1 to 9, characterized in that: The hydraulic pump / motor assembly is of a shaft-supported structure, and further includes a main shaft (10), a first bearing (21), and a second bearing (22). The axis of the main shaft of the main shaft (10) coincides with the axis of the cylinder block of the cylinder block (80). One end of the main shaft (10) penetrates through the flow distribution pair to the end seat (35) and is supported on the first bearing (21), and the other end penetrates through the flow distribution slide pair to the rear end cover (33) of the motor housing assembly and is supported on the second bearing (22). The cylinder block (80) is supported on the main shaft (10) and is synchronously rotated with the main shaft (10) through a key connection. The plunger pair includes the plunger hole wall of the cylinder block (80) and the plunger (70). The plunger (70) reciprocates in the plunger cavity of the cylinder block (80) to achieve oil suction and discharge work.

11. The power split electro-hydraulic hybrid powertrain according to any one of claims 1 to 9, characterized in that: The hydraulic pump / motor assembly is of a rotating cylinder-supported structure, and further includes a fourth bearing (24) and a fifth bearing (25). The fourth bearing (24) and the fifth bearing (25) are respectively clamped between the rotating cylinder (11) and the motor housing assembly. The rotor assembly (9) and the hydraulic pump / motor assembly are supported on the fourth bearing (24) and the fifth bearing (25) through the rotating cylinder (11) and achieve synchronous rotation. The plunger pair includes the plunger hole wall of the cylinder block (80) and the plunger (70). The plunger (70) reciprocates in the plunger cavity of the cylinder block (80) to achieve oil suction and discharge work.

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