Wheel type high-power-density and high-integration front L-shaped power assembly device

Abstract

The invention belongs to the field of power systems of vehicles, and relates to a wheel type high-power-density and high-integration front L-shaped power assembly device. In the power assembly device, an input flange plate of an L-shaped front transmission case is fixed on a flywheel casing of an engine, a gearbox is mounted on an output flange plate of the L-shaped front transmission case, and a generator is mounted on a power take-off output flange of the L-shaped front transmission case; the lower support is installed on an engine and a gearbox body, the air duct and the upper support are fixed to the lower support, the cooling module, the air conditioner condenser, the expansion water tank, the air filter assembly, the heat exchanger and the air pipe are fixed to the corresponding positions of the air duct and the upper support, and the water-air intercooler is integrated to the top of the engine. Fixing the assembled power device on a shock absorber so as to reduce torsional vibration transmission of the power device; the transmission shaft is fixed to an output flange of the gearbox to provide power for a vehicle. By optimizing the spatial arrangement of all systems of the power assembly, the structural compactness and maintainability of the whole power assembly device are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain systems, and more specifically, to a powertrain assembly. Background Technology

[0002] In existing wheeled vehicles, the powertrain uses an engine (1-3) and a transmission (1-1) arranged in series on a lower support bracket (1-4) of the power unit. A water radiator (1-5) and an air-to-air intercooler (1-6) are mounted on an upper support bracket (1-10) on top of the transmission. An expansion tank (1-7) is mounted on top of the engine, and a heat exchanger (1-8) is mounted on the lower support bracket (1-10) at the front of the engine. A vibration damper (1-9) is designed between the vehicle body and the integrated power unit for vibration isolation. The power output shaft (1-2) transmits power from the power unit to the transmission system, forming a commonly used power unit in existing wheeled vehicles. However, compared to other power units of the same power level, existing powertrains suffer from low front space utilization, poor structural compactness, and high maintenance difficulty. With the continuous enhancement of cost-effectiveness, multi-functionality, mobility, and information technology, wheeled vehicle technology has undergone significant changes. This has placed higher demands on the powertrain of wheeled vehicles, requiring a compact structure, high power density, and high space utilization. Therefore, in response to the problems of low space utilization, poor structural compactness, low power density, poor maintainability, and lack of system optimization among existing power units, the space utilization and power density of wheeled vehicle power units can be significantly improved by rationally designing the connection structure of the powertrain and overall optimization technology.

[0003] The existing power transmission devices for wheeled vehicles are as follows: (Refer to...) Figure 1 The existing powertrain of wheeled vehicles is located on the right front side of the vehicle body, and its powertrain unit adopts an integrated design of engine, transmission and auxiliary systems. Because the engine and transmission are arranged in series and an integrated lower support system is used, the powertrain space is relatively large, and the overall power transmission center is high. It is impossible to utilize the space in the front of the vehicle's power compartment, resulting in low space utilization, poor structural compactness and high maintenance difficulty in the existing layout.

[0004] The above arrangement has the following problems:

[0005] The engine and transmission are arranged in series, and the integrated lower support system has a high power transmission center, resulting in low space utilization, poor structural compactness, and high maintenance difficulty. Summary of the Invention

[0006] The purpose of this invention is to provide a high-power-density, highly integrated, and L-shaped powertrain for wheeled vehicles. By adding a front transmission box between the engine and gearbox, the direction of power output is changed, making better use of the space in the front of the vehicle's power compartment. Simultaneously, the height of the engine and gearbox power output center is reduced, increasing the integration of various systems within the powertrain. Furthermore, by optimizing the spatial arrangement of these systems, the overall powertrain's structural compactness and maintainability are improved.

[0007] The technical solution adopted in this invention is as follows:

[0008] A wheeled, high-power, highly integrated front-mounted L-shaped powertrain includes an engine (1), a generator (2), an L-shaped front transmission box (3), a gearbox (4), an air duct and upper bracket (5), a heat exchanger (6), a lower bracket (7), a shock absorber (8), an air pipe (9), a drive shaft (10), a water-to-air cooler (11), an air filter assembly (12), a cooling module and an air conditioning condenser (13), and an expansion tank (14).

[0009] The input flange of the L-type front transmission box (3) is fixed on the flywheel housing of the engine (1), the gearbox (4) is installed on the output flange of the L-type front transmission box, and the generator (2) is installed on the power take-off output flange of the L-type front transmission box (3).

[0010] The lower bracket (7) is installed on the engine (1) and gearbox (4) housing. The air duct and upper bracket (5) are fixed on the lower bracket (7). The cooling module, air conditioning condenser (13), expansion tank (14), air filter assembly (12), heat exchanger (6), and air pipe (9) are fixed on the corresponding positions on the air duct and upper bracket (5). The water-air cooler (11) is integrated into the top of the engine (1) and assembled into a power unit. The assembled power unit is fixed on the shock absorber (8) to reduce the torsional vibration transmission of the power unit. The drive shaft (10) is fixed on the output flange of the gearbox (4) to provide power to the vehicle.

[0011] Furthermore, the L-type front transmission box includes flange one (3-1), input gear set (3-2), generator power take-off (3-3), box body (3-4), flange two (3-5), and output gear set (3-6); flange one (3-1), box body (3-4), and flange two (3-5) are integrally cast and machined; input gear set (3-2) is installed at the input end of L-type box body (3-4); generator power take-off (3-3) is installed at the power take-off output end of L-type box body (3-4); output gear set (3-6) is installed at the output end of box body (3-4) to realize power reversal.

[0012] Furthermore, the input gear set (2) consists of a set of spur gears and a splined sleeve shaft.

[0013] Furthermore, the generator power take-off (3) is composed of a drive shaft and a spur gear.

[0014] Furthermore, the output gear set (6) consists of a pair of bevel gears and a splined sleeve shaft.

[0015] Furthermore, the closed-loop air duct, upper support, and cooling module form a closed-loop cooling system that can be used in all geographical environments.

[0016] Furthermore, the L-shaped front transmission box allows for a 90° reversal of power transmission, making efficient use of the space at the front of the power compartment of wheeled vehicles.

[0017] Effects of the present invention

[0018] The advantages of this invention lie in the fact that the L-shaped powertrain unit, by adding a front transmission box between the engine and the transmission, changes the direction of power output and makes better use of the space in the front of the vehicle's power compartment. Simultaneously, it lowers the height of the engine and transmission power output center, improves the integration of various systems in the powertrain, and enhances the overall structural compactness and maintainability of the powertrain unit by optimizing the spatial arrangement of these systems. This results in a 20%-30% increase in power density, a space utilization rate increase of over 35%, and a powertrain unit structural compactness increase of over 40%. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the power transmission system of an existing wheeled vehicle;

[0020] Figure 2 This is a front view of the layout of a high-power-density, highly integrated front-mounted L-shaped powertrain unit;

[0021] In the diagram: 1-engine, 2-generator, 3-L-type front transmission box, 4-gearbox, 5-air duct and upper bracket, 6-heat exchanger, 7-lower bracket, 8-shock absorber, 9-air pipe, 10-drive shaft;

[0022] Figure 3 This is a top view of the layout of a high-power-density, highly integrated front-mounted L-shaped powertrain unit;

[0023] In the diagram: 11 Water-to-air cooler; 12 Air filter assembly; 13 Cooling module and air conditioning condenser; 14 Expansion tank.

[0024] Figure 4 This is a schematic diagram of the L-shaped front transmission box.

[0025] 3-1-Flange, 3-2-Input gear set, 3-3-Generator power take-off unit, 3-4-Box housing, 3-5-Flange, 3-6-Output gear set Detailed Implementation

[0026] The present invention will now be described in further detail with reference to the accompanying drawings.

[0027] like Figures 2-3 The structure of the wheeled high-power, highly integrated front-mounted L-type powertrain device shown is mainly composed of an engine (1), a generator (2), an L-type front transmission box (3), a gearbox (4), an air duct and upper bracket (5), a heat exchanger (6), a lower bracket (7), a shock absorber (8), an air pipe (9), a drive shaft (10), a water-to-air cooler (11), an air filter assembly (12), a cooling module and an air conditioning condenser (13), and an expansion tank (14).

[0028] To address the issues of low space utilization, low integration, and poor structural compactness and maintainability in existing wheeled powertrains, the power unit is assembled by first bolting the L-shaped front transmission box (3) to the flywheel housing of the engine (1), then bolting the gearbox (4) onto the output flange of the L-shaped front transmission box, and bolting the generator (2) onto the power take-off flange of the L-shaped front transmission box (3) to complete the power pack assembly. The lower bracket (7) is bolted onto the housings of the engine (1) and gearbox (4). After bolting the air duct and upper bracket (5) to the lower bracket (7), the cooling module, air conditioning condenser (13), expansion tank (14), air filter assembly (12), heat exchanger (6), and air pipe (9) are bolted to their respective positions on the air duct and upper bracket (5). The water-air cooler (11) is integrated into the top of the engine. The assembled power unit is bolted to the shock absorber (8) to reduce the transmission of torsional vibration of the power unit. Finally, the drive shaft (10) is bolted to the output flange of the gearbox (4) to provide power to the vehicle.

[0029] like Figure 4 The L-shaped front transmission box shown is the main component for power reversing, mainly composed of flange one (3-1), input gear set (3-2), generator power take-off (3-3), housing (3-4), flange two (3-5), and output gear set (3-6). Flange one (3-1), housing (3-4), and flange two (3-5) are integrally cast and machined; the input gear set (3-2) consists of a set of spur gears and a splined shaft, and is installed at the input end of housing (3-4); the generator power take-off (3-3) consists of a drive shaft and spur gears, and is installed at the output end of housing (3-4); the output gear set (3-6) consists of a pair of bevel gears and a splined shaft, and is installed at the output end of housing (3-4) to achieve power reversing.

[0030] This invention, by adding an L-shaped front transmission box between the engine and transmission, changes the direction of power output and makes better use of the space in the front of the vehicle's power compartment. Simultaneously, by lowering the height of the engine and transmission power output center and replacing the original air-to-air intercooler with a water-to-air intercooler 11 integrated on top of the engine 1, it improves the utilization rate of the space at the top of the power compartment and optimizes the heat dissipation area of ​​the cooling module, providing more heat dissipation space for vehicles designed for all terrains and operating conditions. By redesigning the upper support system and integrating the air duct and upper support 5, the cooling module and air conditioning condenser 13 are arranged in a closed cooling system on the upper part of the air duct assembly, improving the cooling system's heat dissipation capacity and power density, and also optimizing the space at the top of the powertrain. By setting mounting interfaces and attachments in the upper support system, the air filter assembly 12, expansion tank 14, heat exchanger 6, and pipes and cables are fixed to the upper support, thus utilizing… The use of the internal space of the upper bracket further improves the compactness of the powertrain unit; the L-shaped front transmission box 3, as the L-shaped power transmission component, can form a force take-off port on its shell to provide a power source for the generator, further optimizing the space utilization of the left and right sides of the powertrain unit; by optimizing the structure of the lower bracket 7 and the shock absorber 8 to adopt a five-point main support + one-point auxiliary support, the NVH characteristics of the powertrain unit are improved, and the strength and weight of the bracket system are optimized by using topology optimization design; through the above overall layout and optimization design, the powertrain unit has high power density, high integration, high space utilization and high compactness, achieving a 20%-30% increase in power density, a space utilization rate increase of more than 35%, and a powertrain unit structural compactness increase of more than 40%.

[0031] The invention has the following key features:

[0032] (1) The L-type powertrain consists of an engine, an L-type front transmission box and a gearbox. The engine is connected to the gearbox through the L-type front transmission box to form the L-type powertrain.

[0033] (2) Applicable to the front-mounted power compartment of wheeled vehicles, with high power density, high integration and high compactness;

[0034] (3) The closed cooling system consists of a closed air duct, an upper support and a cooling module, which can be used in all regions.

[0035] (4) It has a generator power interface to provide energy power for multiple systems.

Claims

1. A wheeled, high-power, highly integrated front-mounted L-shaped powertrain device, characterized in that, Includes engine (1), generator (2), L-type front transmission box (3), gearbox (4), air duct and upper bracket (5), heat exchanger (6), lower bracket (7), shock absorber (8), air pipe (9), drive shaft (10), water-to-air cooler (11), air filter assembly (12), cooling module and air conditioning condenser (13) and expansion tank (14). The input flange of the L-type front transmission box (3) is fixed on the flywheel housing of the engine (1), the gearbox (4) is installed on the output flange of the L-type front transmission box, and the generator (2) is installed on the power take-off output flange of the L-type front transmission box (3). The lower bracket (7) is installed on the engine (1) and gearbox (4) housing. The air duct and upper bracket (5) are fixed on the lower bracket (7). The cooling module, air conditioning condenser (13), expansion tank (14), air filter assembly (12), heat exchanger (6), and air pipe (9) are fixed on the corresponding positions on the air duct and upper bracket (5). The water-air cooler (11) is integrated into the top of the engine (1) and assembled into a power unit. The assembled power unit is fixed on the shock absorber (8) to reduce the torsional vibration transmission of the power unit. The drive shaft (10) is fixed on the output flange of the gearbox (4) to provide power to the vehicle.

2. The wheeled, high-power, highly integrated front-mounted L-shaped powertrain device as described in claim 1, characterized in that, The L-type front transmission box includes flange one (1), input gear set (2), generator power take-off (3), box body (4), flange two (5) and output gear set (6); flange one (1), box body (4) and flange two (5) are integrally cast and machined; input gear set (2) is installed at the input end of L-type box body (4); generator power take-off (3) is installed at the power take-off output end of L-type box body (4); output gear set (6) is installed at the output end of box body (4) to realize power reversal.

3. The wheeled, high-power, highly integrated front-mounted L-shaped powertrain device as described in claim 2, characterized in that, The input gear set (2) consists of a set of spur gears and a splined sleeve shaft.

4. The wheeled, high-power, highly integrated front-mounted L-shaped powertrain device as described in claim 2, characterized in that, The generator power take-off (3) consists of a drive shaft and a spur gear.

5. The wheeled, high-power, highly integrated front-mounted L-shaped powertrain device as described in claim 2, characterized in that, The output gear set (6) consists of a pair of bevel gears and a splined sleeve shaft.

6. The wheeled, high-power, highly integrated front-mounted L-shaped powertrain device as described in claim 1, characterized in that, The closed-loop air duct, upper support, and cooling module form a closed-loop cooling system that can be used in all geographical environments.

7. The wheeled, high-power, highly integrated front-mounted L-shaped powertrain device as described in claim 1, characterized in that, The L-shaped front transmission box allows for a 90° reversal of power transmission, making efficient use of the space at the front of the power compartment in wheeled vehicles.

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