All-in-one integrated electric driving system of industrial vehicle

Abstract

The invention discloses an industrial vehicle all-in-one integrated electric driving system which comprises a shell (2), a walking unit, an operation unit, a first transmission component and a second transmission component are arranged in the shell (2), the operation unit is connected with the first transmission component, the walking unit is connected with the second transmission component, and the first transmission component is connected with the second transmission component. The shell (2) is provided with a motor controller (1), an operation device power takeoff (3), a drive axle (4) and a brake (5), the motor controller (1) is electrically connected with the walking unit and the operation unit, the operation device power takeoff (3) is connected with the first transmission component, and the brake (5) is connected with the second transmission component. The system has the advantage of being high in integration level, the system size can be remarkably reduced, the weight and cost are reduced, the transmission efficiency is improved, and the whole vehicle layout is simplified.

Description

Technical Field

[0001] The present invention relates to a drive system, in particular to an all-in-one integrated electric drive system for industrial vehicles, belonging to the technical field of industrial vehicles. Background Art

[0002] Electric industrial vehicles (such as forklifts, stackers, and transporters) are widely used in logistics, manufacturing, and other fields. These vehicles typically have two powertrains: a travel system for driving the vehicle and an operating system for driving operating devices (such as forklift forks). Traditional electric industrial vehicle drive systems typically consist of separate components, including a motor, controller, reducer, and hydraulic pump. These two powertrains are arranged independently.

[0003] Traditional electric industrial vehicle drive systems suffer from the following issues: 1. Low system integration and high space utilization. Existing electric drive systems often utilize a split "motor + controller + reducer" layout. These separate components occupy significant assembly space, hindering vehicle layout and structural optimization. 2. Low efficiency. Existing systems occupy significant assembly space, forcing them to be deployed in fragmented spaces throughout the vehicle. Typically, the operating system is located at the front, the controller at the rear, and the pump, motor, and battery are located in the center. These numerous and long power cables and hydraulic oil lines result in long transmission distances for current and pressure hydraulic oil, resulting in significant energy loss. 3. High cost. The two independent power systems require separate transmission and heat dissipation components, resulting in numerous parts and high manufacturing costs. 4. Electronic parking is not possible. Summary of the Invention

[0004] The purpose of the present invention is to provide an all-in-one integrated electric drive system for industrial vehicles to solve the technical problems in the prior art. It has the advantages of high integration, can significantly reduce the system volume, reduce weight and cost, improve transmission efficiency, and simplify the vehicle layout.

[0005] The present invention provides an all-in-one integrated electric drive system for industrial vehicles, including a shell, in which a traveling unit, an operating unit, a first transmission component and a second transmission component are arranged. The operating unit is connected to the first transmission component, and the traveling unit is connected to the second transmission component. A motor controller, a working device power take-off, a drive axle and a brake are installed on the shell. The motor controller is electrically connected to the traveling unit and the operating unit, the working device power take-off is connected to the first transmission component, and the brake is connected to the second transmission component.

[0006] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, the housing includes a motor rear end cover, a motor housing, an intermediate housing and an end housing, the motor rear end cover is mounted on the motor housing, the motor housing is mounted on one side of the intermediate housing, the end housing is mounted on the other side of the intermediate housing, a drive axle connecting flange is formed at one end of the intermediate housing, and the drive axle is mounted on the drive axle connecting flange.

[0007] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, there are two motor stator chambers in the motor housing, and the travel unit includes a travel motor shaft, a travel motor rotor and a travel motor stator. The travel motor rotor is fixed on the travel motor shaft, and the travel motor stator is pressed into the motor stator chamber near the drive axle connecting flange.

[0008] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, the second transmission component includes a first driving gear, a first gear shaft and a second gear shaft, the first driving gear is installed on the travel motor shaft in a conical interference fit, the first gear shaft and the second gear shaft are both rotatably installed between the intermediate housing and the end housing, the first driving gear is engaged with a gear on the first gear shaft, the other gear on the first gear shaft is engaged with a gear on the second gear shaft, a main reducer is provided in the drive axle, and the main reducer is engaged with another gear on the second gear shaft.

[0009] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, one end of the first gear shaft extends out of the end housing and is connected to the brake installed on the end housing.

[0010] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, the working unit includes a working motor rotor, a working motor shaft, and a working motor stator, the working motor rotor is fixed on the working motor shaft, and the working motor stator is pressed into another motor stator chamber.

[0011] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, the first transmission component includes a second driving gear and a third gear shaft, the second driving gear is connected with a conical interference fit on the rotating shaft of the working motor, the third gear shaft is rotatably installed between the intermediate housing and the end housing, and the second driving gear is engaged with the gear on the third gear shaft.

[0012] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, one end of the third gear shaft extends out of the end housing and is connected to the power take-off of the working device installed on the end housing.

[0013] In the aforementioned all-in-one integrated electric drive system for industrial vehicles, preferably, a plurality of heat dissipation ribs are provided on the outer wall of the motor housing, a plurality of cooling channels are opened in the motor housing around the two motor stator chambers, all of the cooling channels are connected in series, and a coolant outlet pipe and a coolant inlet pipe are provided on the rear end cover of the motor.

[0014] Compared to existing technologies, this invention integrates the travel unit, working unit, first transmission component, second transmission component, motor controller, working device power take-off, drive axle, and brakes to effectively reduce system size, weight, and cost, improve transmission efficiency, and simplify vehicle layout. It also reduces power and pressure oil transmission losses, as well as power transmission energy losses, thereby improving overall drive efficiency.

[0015] By integrating the travel unit with the work unit, multiple components such as heat dissipation, transmission, and connection can be shared, significantly reducing the material cost of the electric drive system, reducing the overall volume and weight, and improving the level of vehicle integrated development. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is an axonometric view of the overall structure of the present invention;

[0017] Figure 2 is an exploded view of the housing of the present invention;

[0018] Figure 3 is a cross-sectional view of the present invention;

[0019] Figure 4 It is an axonometric drawing of the present invention from another angle;

[0020] Figure 5 is an axonometric view of the motor housing of the present invention;

[0021] Figure 6 It is an end view of one end of the motor housing of the present invention.

[0022] Explanation of the reference numerals: 1. Motor controller; 2. Housing; 21. Motor rear end cover; 22. Motor housing; 23. Intermediate housing; 24. End housing; 25. Drive axle connecting flange; 201. First bearing; 202. Working motor rotor; 203. Second bearing; 204. First sealing ring; 205. Working motor shaft; 206. Second driving gear; 207. First locking nut; 208. First retaining ring; 209. Bearing three; 210. Bearing four; 211. Third gear shaft; 213. Second sealing ring; 214. Working motor stator; 221. Fifth bearing; 222. Travel motor Rotating shaft; 223, travel motor rotor; 224, travel motor stator; 225, sixth bearing; 226, third sealing ring; 227, first driving gear; 228, second locking nut, 229, seventh bearing; 230, second retaining ring; 231, bearing eight; 232, first gear shaft; 233, fourth sealing ring; 234, ninth bearing; 240, second gear shaft; 251, coolant outlet pipe; 252, coolant inlet pipe; 253, heat dissipation rib; 254, cooling channel; 255, connecting groove; 3, working device power take-off; 4, drive axle; 41, main reducer; 5, brake. DETAILED DESCRIPTION

[0023] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0024] Embodiments of the present invention: Figures 1-6 As shown, an all-in-one integrated electric drive system for an industrial vehicle includes a shell 2, in which a traveling unit, an operating unit, a first transmission component and a second transmission component are arranged. The operating unit is connected to the first transmission component, and the traveling unit is connected to the second transmission component. A motor controller 1, an operating device power take-off 3, a drive axle 4 and a brake 5 are installed on the shell 2. The motor controller 1 is electrically connected to the traveling unit and the operating unit, the operating device power take-off 3 is connected to the first transmission component, and the brake 5 is connected to the second transmission component.

[0025] The motor controller 1 is used to control the working status of the travel unit and the working unit; the working device power take-off 3 is used to output power to the working device, steering, etc.; the drive axle 4 is used to drive the vehicle; the brake 5 is used to realize the electronic parking function, which can adopt electromagnetic parking release or hydraulic parking release.

[0026] By arranging the travel unit, the working unit, the first transmission component and the second transmission component inside the shell 2, and installing the motor controller 1, the working device power take-off 3, the drive axle 4 and the brake 5 on the shell 2, the core components are highly integrated into one, making the system structure compact, saving a large number of parts and reducing costs.

[0027] This product can effectively save and reduce occupied space, make the vehicle layout and structure more reasonable, and can also reduce the length and number of power connection lines and hydraulic oil pipes, reduce energy loss, and improve overall driving efficiency.

[0028] Specifically, the housing 2 includes a motor rear end cover 21, a motor housing 22, an intermediate housing 23 and an end housing 24. The motor rear end cover 21 is installed on the motor housing 22, the motor housing 22 is installed on one side of the intermediate housing 23, and the end housing 24 is installed on the other side of the intermediate housing 23. A drive axle connecting flange 25 is formed at one end of the intermediate housing 23, and the drive axle 4 is installed on the drive axle connecting flange 25.

[0029] Two socket strips are provided on the rear end cover 21 of the motor, one of which is electrically connected to the walking unit, and the other is electrically connected to the working unit. The motor controller 1 is electrically connected to the two socket strips. The motor controller 1 is fixed to the outer wall of the motor housing 22 by bolts. The interface position between the motor controller 1 and the two socket strips is sealed by a sealing ring to achieve IP67 protection performance.

[0030] In this embodiment, the motor rear end cover 21 is located on the left side of the motor housing 22, and the intermediate housing 23 is located on the right side of the motor housing 22. The joint surface between the motor rear end cover 21 and the motor housing 22 and the joint surface between the motor housing 22 and the intermediate housing 23 are sealed by flat sealant, and then bolts are used to fix the motor rear end cover 21, the motor housing 22 and the intermediate housing 23 together.

[0031] The end shell 24 is located on the right side of the middle shell 23 . The joint surface between the end shell 24 and the middle shell 23 is sealed by a flat sealant, and the end shell 24 is fixed to the middle shell 23 by bolts.

[0032] The drive axle connecting flange 25 is located at the bottom of the intermediate housing 23. The joint surface between the drive axle connecting flange 25 and the drive axle 4 is sealed by sealant, and the drive axle 4 is fixedly connected to the drive axle connecting flange 25 by bolts to achieve IP67 protection grade.

[0033] Furthermore, there are two motor stator chambers in the motor housing 22, and the walking unit includes a walking motor shaft 222, a walking motor rotor 223 and a walking motor stator 224. The walking motor rotor 223 is fixed on the walking motor shaft 222, and the walking motor stator 224 is pressed into the motor stator chamber near the drive axle connecting flange 25.

[0034] The travel motor rotor 223 passes through the travel motor stator 224, one end of the travel motor shaft 222 is rotatably connected to the motor rear end cover 21 through the fifth bearing 221, and the other end of the travel motor shaft 222 is rotatably connected to the intermediate housing 23 through the sixth bearing 225. The travel motor shaft 222 and the intermediate housing 23 are sealed by a third sealing ring 226 to isolate the oil in the inner cavity formed by the intermediate housing 23 and the end housing 24, thereby preventing the oil from invading the travel motor unit.

[0035] The second transmission component includes a first driving gear 227, a first gear shaft 232 and a second gear shaft 240. The first driving gear 227 is installed on the travel motor shaft 222 with a conical interference fit and is axially positioned and fixed to prevent loosening by a second locking nut 228. The travel motor shaft 222 serves as the first-stage gear input shaft, and a seventh bearing 229 is added to the end of the end shell 24 only as a radial support point, wherein the seventh bearing 229 is axially limited by the second retaining ring 230.

[0036] The first gear shaft 232 and the second gear shaft 240 are both rotatably mounted between the intermediate housing 23 and the end housing 24. The first driving gear 227 meshes with a gear on the first gear shaft 232. Both ends of the first gear shaft 232 are supported by bearings, which are mounted in the intermediate housing 23 and the end housing 24, respectively. The first gear shaft 232 is rotatably connected to the intermediate housing 23 and the end housing 24, respectively, via ninth bearings 234. The end of the first gear shaft 232 connected to the end housing 24 is sealed with a fourth sealing ring 233 to prevent leakage of oil from the cavity formed by the intermediate housing 23 and the end housing 24. One end of the first gear shaft 232 extends out of the end housing 24 and is connected to the brake 5 mounted thereon. The connection between the brake 5 and the first gear shaft 232 can be designed using a spline, a key, a straight shaft, or other design depending on the operating conditions.

[0037] Another gear on the first gear shaft 232 meshes with a gear on the second gear shaft 240. A final reducer 41 is provided within the drive axle 4, meshing with another gear on the second gear shaft 240. A differential is mounted within the final reducer 41, which is spline-connected to the left and right wheel axles to drive the vehicle.

[0038] Furthermore, the working unit includes a working motor rotor 202, a working motor shaft 205, and a working motor stator 214. The working motor rotor 202 is fixed on the working motor shaft 205, and the working motor stator 214 is pressed into another motor stator chamber. The working motor rotor 202 passes through the working motor stator 214. One end of the working motor shaft 205 is rotatably connected to the rear end cover 21 of the motor through a first bearing 201, and the other end of the working motor shaft 205 is rotatably connected to the intermediate housing 23 through a second bearing 203. The working motor shaft 205 and the intermediate housing 23 are sealed by a first sealing ring 204 to isolate the oil in the inner cavity formed by the intermediate housing 23 and the end housing 24 to prevent the oil from invading the working motor unit.

[0039] Furthermore, the first transmission component includes a second driving gear 206 and a third gear shaft 211. The second driving gear 206 is connected to the working motor shaft 205 through a conical interference fit and is axially positioned and fixed to prevent loosening by a first locking nut 207. The working motor shaft 205 serves as a first-stage gear input shaft, and a third bearing 209 is added to the end of the end shell 24 only as a radial support point, wherein the third bearing 209 is axially limited by the first retaining ring 208.

[0040] The second driving gear 206 meshes with a gear on the third gear shaft 211. The third gear shaft 211 is rotatably mounted between the intermediate housing 23 and the end housing 24. The ends of the third gear shaft 211 are rotatably connected to the intermediate housing 23 and the end housing 24, respectively, via fourth bearings 210. A second sealing ring 213 is used to seal between the third gear shaft 211 and the end housing 24 to prevent leakage of oil from the inner cavity formed by the intermediate housing 23 and the end housing 24.

[0041] One end of the third gear shaft 211 extends out of the end housing 24 and connects to the working device power take-off 3 mounted on the end housing 24. The connection between the power take-off 3 and the third gear shaft 211 can be designed with a spline, a flat key, a straight shaft, or other design depending on the operating conditions. The power take-off 3 outputs power to the working device, enabling vehicle operation.

[0042] In a preferred embodiment, a plurality of heat dissipation ribs 253 are provided on the outer wall of the motor housing 22, and a plurality of cooling channels 254 are opened in the motor housing 22 around the two motor stator chambers. All cooling channels 254 are connected in series, and a coolant outlet pipe 251 and a coolant inlet pipe 252 are provided on the rear end cover 21 of the motor. The coolant outlet pipe 251 and the coolant inlet pipe 252 are connected to the liquid cooling circulation system of the vehicle.

[0043] Specifically, communication grooves 255 are processed on both end surfaces of the motor housing 22 , and the two cooling channels 254 are connected through the communication grooves 255 .

[0044] Cooling channel 254 is used to dissipate heat from the travel and operating units. During vehicle operation, the travel and operating units rarely operate at high power simultaneously. This means that when one motor generates a lot of heat, the other generates less. In a series configuration, the motor with the least heat output uses the heat dissipation ribs on its outer wall to act as a heat sink, increasing the heat dissipation area and accelerating heat dissipation.

[0045] The working principle of the present invention is as follows: the system controller (VCU) analyzes the power demand based on human-computer interaction information (human-computer interaction information includes brake pedal signal, accelerator pedal signal, gear switch, seat OPS signal, steering wheel angle signal, tilt valve opening signal, lift valve opening signal and other accessory signals, etc.), BMS and other signals, and sends control instructions to the motor controller 1 to realize the control of the output speed and torque of the travel unit and the working unit.

[0046] When the working motor shaft 205 rotates, the second driving gear 206 on the working motor 205 transmits power to the third gear shaft 211. The rotation of the third gear shaft 211 drives the working device power take-off 3, enabling vehicle operation and steering. The connection between the working device power take-off 3 and the vehicle's working device and steering system is conventional and will not be further described here.

[0047] When the travel motor shaft 222 rotates, the first driving gear 227 on the travel motor shaft 222 transmits power to the first gear shaft 232, and the first gear shaft 232 then transmits power to the main reducer 41 through the second gear shaft 240. A differential is installed inside the main reducer 41, and the differential is spline-connected to the left and right half-shafts of the wheels to realize vehicle travel drive.

[0048] The system controller controls brake 5 by detecting the speed of the travel unit and human-machine interaction information. When the vehicle needs to brake, brake 5 is activated, locking first gear shaft 232 and thus achieving vehicle braking. Brake 5 is conventional technology, and its specific structure and operating principle are not detailed here. Brake 5 can be equipped with either an electromagnetic park release or a hydraulic park release brake to implement an electronic parking function.

[0049] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the scope of implementation of the present invention is not limited to what is shown in the drawings. Any changes made in accordance with the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which do not exceed the spirit covered by the description and drawings, should be within the scope of protection of the present invention.

Claims

1. An all-in-one integrated electric drive system for an industrial vehicle, comprising a housing (2), characterized in that: A traveling unit, an operating unit, a first transmission component, and a second transmission component are provided in the housing (2); the operating unit is connected to the first transmission component, and the traveling unit is connected to the second transmission component; a motor controller (1), an operating device power take-off (3), a drive axle (4), and a brake (5) are installed on the housing (2); the motor controller (1) is electrically connected to the traveling unit and the operating unit; the operating device power take-off (3) is connected to the first transmission component, and the brake (5) is connected to the second transmission component.

2. The all-in-one integrated electric drive system for industrial vehicles according to claim 1, characterized in that: The housing (2) comprises a motor rear end cover (21), a motor housing (22), an intermediate housing (23) and an end housing (24); the motor rear end cover (21) is mounted on the motor housing (22); the motor housing (22) is mounted on one side of the intermediate housing (23); the end housing (24) is mounted on the other side of the intermediate housing (23); a drive axle connecting flange (25) is formed at one end of the intermediate housing (23); and the drive axle (4) is mounted on the drive axle connecting flange (25).

3. The all-in-one integrated electric drive system for industrial vehicles according to claim 2, characterized in that: The motor housing (22) has two motor stator chambers, and the travel unit includes a travel motor shaft (222), a travel motor rotor (223), and a travel motor stator (224). The travel motor rotor (223) is fixed on the travel motor shaft (222), and the travel motor stator (224) is press-fitted into the motor stator chamber near the drive axle connecting flange (25).

4. The all-in-one integrated electric drive system for industrial vehicles according to claim 3, characterized in that: The second transmission component comprises a first driving gear (227), a first gear shaft (232) and a second gear shaft (240); the first driving gear (227) is installed on the travel motor shaft (222) in a conical interference fit; the first gear shaft (232) and the second gear shaft (240) are both rotatably installed between the intermediate housing (23) and the end housing (24); the first driving gear (227) is meshed with a gear on the first gear shaft (232); another gear on the first gear shaft (232) is meshed with a gear on the second gear shaft (240); a main reducer (41) is provided in the drive axle (4); the main reducer (41) is meshed with another gear on the second gear shaft (240).

5. The all-in-one integrated electric drive system for industrial vehicles according to claim 4, characterized in that: One end of the first gear shaft (232) extends out of the end housing (24) and is connected to the brake (5) mounted on the end housing (24).

6. The all-in-one integrated electric drive system for industrial vehicles according to claim 3, characterized in that: The operating unit comprises an operating motor rotor (202), an operating motor rotating shaft (205), and an operating motor stator (214); the operating motor rotor (202) is fixed on the operating motor rotating shaft (205), and the operating motor stator (214) is press-fitted into another motor stator chamber.

7. The all-in-one integrated electric drive system for industrial vehicles according to claim 6, characterized in that: The first transmission component comprises a second driving gear (206) and a third gear shaft (211); the second driving gear (206) is connected to the working motor shaft (205) in a conical interference fit; the third gear shaft (211) is rotatably mounted between the intermediate housing (23) and the end housing (24); the second driving gear (206) is meshed with a gear on the third gear shaft (211).

8. The all-in-one integrated electric drive system for industrial vehicles according to claim 7, characterized in that: One end of the third gear shaft (211) extends out of the end housing (24) and is connected to the working device power take-off (3) mounted on the end housing (24).

9. The all-in-one integrated electric drive system for industrial vehicles according to claim 8, characterized in that: A plurality of heat dissipation ribs (253) are provided on the outer wall of the motor housing (22), a plurality of cooling channels (254) are provided in the motor housing (22) around the two motor stator chambers, all of the cooling channels (254) are connected in series, and a coolant outlet pipe (251) and a coolant inlet pipe (252) are provided on the rear end cover (21) of the motor.

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