Intelligent distribution drive assembly system
The intelligent distribution drive system with four motors solves the problem of insufficient power distribution in traditional heavy-duty truck drive systems under complex working conditions, achieving efficient, energy-saving, powerful and flexible power output, and improving the transportation efficiency and reliability of heavy-duty trucks.
Patent Information
- Application Number
- CN202520496639.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-20
- Publication Date
- 2026-01-30
- Estimated Expiration
- 2035-03-20
AI Technical Summary
Traditional heavy-duty truck drive systems cannot flexibly allocate power when faced with complex and diverse operating conditions, resulting in energy waste, low transportation efficiency, and high maintenance costs. Furthermore, transportation tasks are prone to interruption in the event of a malfunction.
The intelligent distribution drive system, which adopts a four-motor design, can dynamically adjust the power output according to the working conditions by intelligently switching between different motor combinations, including motor combinations under low-speed and high-speed conditions, so as to achieve flexible matching and redundancy of power output.
It achieves efficient and energy-saving, powerful and flexible power output, reduces energy consumption and maintenance costs, improves vehicle reliability and safety, adapts to various heavy truck models, and reduces transportation delays caused by malfunctions.
Smart Images
Figure CN223850415U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to drive system field, concretely relates to an intelligent distribution drive assembly system. BACKGROUND
[0002] In the current flourishing of the logistics transportation industry, heavy trucks as the main force of long-distance freight transport, its performance directly affects the logistics efficiency and cost. The traditional heavy truck drive system relies on a single engine or simple motor combination, when facing complex and diverse operating conditions, the disadvantages gradually highlight. For example, in the urban congestion section, long time idling and low speed driving makes the engine or motor in the inefficient operation state, causing a large amount of waste of energy; while in different conditions such as high speed driving and climbing, the traditional drive system is difficult to flexibly allocate power, and cannot meet the precise demand of the vehicle for power, resulting in low transportation efficiency, and also increasing the wear and maintenance cost of the vehicle. With the increasingly stringent environmental requirements, and the urgent needs of logistics enterprises to reduce operating costs, the existing heavy truck drive system cannot meet the use requirements. SUMMARY
[0003] In order to solve the problem that the existing heavy truck drive system cannot meet the use requirements, the utility model provides an intelligent distribution drive assembly system which solves the above problems.
[0004] An intelligent distribution drive assembly system, comprising a plurality of drive systems and an output shaft, the drive system comprising a first motor, a second motor, a constant meshing shaft, a first tooth sleeve and a second tooth sleeve, the first motor being drivingly connected to the constant meshing shaft, the constant meshing shaft being sleeved with a low-speed driving tooth, a high-speed driving tooth and a constant meshing driving tooth, the second motor being drivingly connected to the constant meshing driving tooth, the first tooth sleeve comprising three states that the constant meshing shaft connects the low-speed driving tooth, a vacant position, and the constant meshing shaft connects the high-speed driving tooth, the second tooth sleeve comprising two states that the constant meshing shaft connects the constant meshing driving tooth and a vacant position; the low-speed driving tooth and the high-speed driving tooth being drivingly connected to the output shaft.
[0005] In a preferred embodiment of the intelligent distribution drive assembly system provided by the utility model, the first motor is connected to a first input shaft, the first input shaft and the constant meshing shaft are respectively provided with input teeth and first transmission teeth, and are drivingly connected to each other by meshing. The second motor is connected to a second input shaft, the second input shaft is provided with second transmission teeth, and is drivingly connected to the constant meshing driving tooth by meshing. The output shaft is provided with low-speed output teeth and high-speed output teeth, and is drivingly connected to the low-speed driving tooth and the high-speed driving tooth by meshing respectively.
[0006] In a preferred embodiment of the intelligent distribution driving assembly system provided by the utility model, the constant engagement shaft is further provided with a first empty tooth and a second empty tooth, which are respectively used for bearing the first tooth sleeve and the second tooth sleeve.
[0007] The first tooth sleeve is engaged with the first empty tooth and the low-speed driving tooth, so that the constant engagement shaft is connected to the low-speed driving tooth; the first tooth sleeve is engaged with the first empty tooth, so that the constant engagement shaft is in an empty state; and the first tooth sleeve is engaged with the first empty tooth and the high-speed driving tooth, so that the constant engagement shaft is connected to the high-speed driving tooth. The second tooth sleeve is engaged with the second empty tooth and the constant engagement driving tooth, so that the constant engagement shaft is connected to the constant engagement driving tooth; and the second tooth sleeve is engaged with the second empty tooth, so that the constant engagement shaft is in an empty state.
[0008] In a preferred embodiment of the intelligent distribution driving assembly system provided by the utility model, two sets of the driving system are included, and the driving system includes a first motor, a second motor, a third motor, a fourth motor, a first constant engagement shaft, a second constant engagement shaft, a first tooth sleeve, a second tooth sleeve, a third tooth sleeve and a fourth tooth sleeve.
[0009] The first motor is in transmission connection with the first constant engagement shaft, and the first constant engagement shaft is sleeved with a first low-speed driving tooth, a first high-speed driving tooth and a first constant engagement driving tooth.
[0010] The second motor is in transmission connection with the first constant engagement driving tooth, and the first tooth sleeve includes three states, i.e., the first constant engagement shaft connected to the first low-speed driving tooth, an empty state and the first constant engagement shaft connected to the first high-speed driving tooth, and the second tooth sleeve includes two states, i.e., the first constant engagement shaft connected to the first constant engagement driving tooth and an empty state.
[0011] The third motor is in transmission connection with the second constant engagement shaft, and the second constant engagement shaft is sleeved with a second low-speed driving tooth, a second high-speed driving tooth and a second constant engagement driving tooth.
[0012] The fourth motor is in transmission connection with the second constant engagement driving tooth, and the third tooth sleeve includes three states, i.e., the second constant engagement shaft connected to the second low-speed driving tooth, an empty state and the second constant engagement shaft connected to the second high-speed driving tooth, and the fourth tooth sleeve includes two states, i.e., the second constant engagement shaft connected to the second constant engagement driving tooth and an empty state.
[0013] The first low-speed driving tooth, the second low-speed driving tooth, the first high-speed driving tooth and the second high-speed driving tooth are all in transmission connection with the output shaft.
[0014] Compared with the prior art, the intelligent distribution driving assembly system provided by the utility model has the following beneficial effects:
[0015] 1. High efficiency and energy saving: equipped with four motors, the number of motors used can be intelligently increased or decreased according to different operating conditions. In urban congestion and other low-speed conditions, only part of the motors are started to avoid unnecessary energy consumption; when driving at high speed, all motors are reasonably allocated to ensure that the power output perfectly matches the driving demand, greatly reducing energy consumption.
[0016] 2. Strong and flexible power: four motors work together to provide strong power reserve, easily coping with complex conditions such as heavy truck climbing and heavy load starting. At the same time, the intelligent distribution system makes the power output more flexible, which can be adjusted in real time according to the road conditions and driving requirements, improving the smoothness and maneuverability of driving.
[0017] 3. Strong adaptability: the system has good universality and adaptability, and can be conveniently integrated into various heavy truck models without major changes to the overall structure of the vehicle, reducing the technical upgrade cost of heavy truck manufacturers and accelerating the application of new technologies.
[0018] 4. High reliability: the multi-motor design makes the system have redundancy function, when one motor fails, other motors can still maintain the basic operation of the vehicle, ensuring the continuity of transportation tasks, reducing the risk of transportation delay caused by failure, and improving the reliability and safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS
[0019] Figure 1 is a structural schematic diagram of the intelligent distribution drive assembly system;
[0020] Figure 2 is Figure 1 a local enlarged view of the first constant meshing shaft position in
[0021] Figure 3 is Figure 1 a local enlarged view of the second constant meshing shaft position in
[0022] Figure 4 is a structural schematic diagram of the vehicle under full load uphill working condition;
[0023] Figure 5 is a structural schematic diagram of the vehicle under full load overtaking working condition;
[0024] Figure 6 is a structural schematic diagram of the vehicle under full load high-speed endurance working condition;
[0025] Figure 7 is a structural schematic diagram of the vehicle under empty load driving working condition;
[0026] Figure 8 is a structural schematic diagram of the vehicle under empty load high-speed endurance working condition.
[0027] Reference numerals in the drawings:
[0028] The first motor 11, the first input shaft 12, the first input tooth 13, the first transmission tooth 14, the second motor 21, the second input shaft 22, the second transmission tooth 23, the third motor 31, the third input shaft 32, the third input tooth 33, the third transmission tooth 34, the fourth motor 41, the fourth input shaft 42, the fourth transmission tooth 43, the first constant mesh shaft 51, the first low-speed driving tooth 52, the first empty tooth 53, the first tooth sleeve 54, the first high-speed driving tooth 55, the second empty tooth 56, the second tooth sleeve 57, the first constant mesh driving tooth 58, the second constant mesh shaft 61, the second low-speed driving tooth 62, the third empty tooth 63, the third tooth sleeve 64, the second high-speed driving tooth 65, the fourth empty tooth 66, the fourth tooth sleeve 67, the second constant mesh driving tooth 68, the output shaft 71, the low-speed output tooth 72, and the high-speed output tooth 73. DETAILED DESCRIPTION
[0029] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments.
[0030] Please refer to Figures 1 to 3 , which are the structural schematic diagram of the intelligent distribution driving assembly system provided by the utility model and the local enlarged view of the first constant mesh shaft 51 position and the second constant mesh shaft 61 position.
[0031] The intelligent distribution driving assembly system comprises two sets of driving systems and the output shaft 71.
[0032] The first set of driving systems comprises the first motor 11, the first input shaft 12, the first input tooth 13, the first transmission tooth 14, the second motor 21, the second input shaft 22, the second transmission tooth 23, the first constant mesh shaft 51, the first low-speed driving tooth 52, the first empty tooth 53, the first tooth sleeve 54, the first high-speed driving tooth 55, the second empty tooth 56, the second tooth sleeve 57, and the first constant mesh driving tooth 58.
[0033] The first motor 11 is connected with the first input shaft 12, and the first input shaft 12 is fixed with the first input tooth 13 at the end. The second motor 21 is connected with the second input shaft 22, and the second input shaft 22 is fixed with the second transmission tooth 23 at the end. The first constant mesh shaft 51 is sequentially fixed with the first transmission tooth 14, sleeved with the first low-speed driving tooth 52, fixed with the first empty tooth 53, sleeved with the first high-speed driving tooth 55, fixed with the second empty tooth 56, and sleeved with the first constant mesh driving tooth 58.
[0034] The first input tooth 13 is engaged with the first transmission tooth 14, that is, the first motor 11 drives the first constant engagement shaft 51 to rotate. The second transmission tooth 23 is engaged with the first constant engagement driving tooth 58, that is, the second motor 21 drives the first constant engagement driving tooth 58 to rotate.
[0035] The first tooth sleeve 54 is initially located at the first vacant tooth 53. At this time, it is vacant, and the state that the first motor 11 drives the first constant engagement shaft 51 to rotate is still maintained.
[0036] The first low-speed driving tooth 52 and the first high-speed driving tooth 55 are respectively provided with a gear with the same size as the first vacant tooth 53 on the side close to the first vacant tooth 53, which is used for engaging with the first tooth sleeve 54 to realize transmission. That is, when the first tooth sleeve 54 slides to the left, the first motor 11 drives the first constant engagement shaft 51, the first vacant tooth 53, the first tooth sleeve 54, and the first low-speed driving tooth 52 to rotate; when the first tooth sleeve 54 slides to the right, the first motor 11 drives the first constant engagement shaft 51, the first vacant tooth 53, the first tooth sleeve 54, and the first high-speed driving tooth 55 to rotate.
[0037] The second tooth sleeve 57 is initially located at the second vacant tooth 56. At this time, it is vacant, and the state that the second motor 21 drives the first constant engagement driving tooth 58 to rotate is still maintained.
[0038] The first constant engagement driving tooth 58 is provided with a gear with the same size as the second vacant tooth 56 on the side close to the second vacant tooth 56, which is used for engaging with the second tooth sleeve 57 to realize transmission. That is, when the second tooth sleeve 57 slides to the right, the second motor 21 drives the first constant engagement driving tooth 58, the second tooth sleeve 57, the second vacant tooth 56, and the first constant engagement shaft 51 to rotate.
[0039] The second set of driving systems includes a third motor 31, a third input shaft 32, a third input tooth 33, a third transmission tooth 34, a fourth motor 41, a fourth input shaft 42, a fourth transmission tooth 43, a second constant engagement shaft 61, a second low-speed driving tooth 62, a third vacant tooth 63, a third tooth sleeve 64, a second high-speed driving tooth 65, a fourth vacant tooth 66, a fourth tooth sleeve 67, and a second constant engagement driving tooth 68. The second set of driving systems is consistent with the first set of driving systems, and thus will not be described again.
[0040] The output shaft 71 is fixed with a low-speed output tooth 72 and a high-speed output tooth 73. The first low-speed driving tooth 52 and the second low-speed driving tooth 62 are both engaged with the low-speed output tooth 72, and the first high-speed driving tooth 55 and the second high-speed driving tooth 65 are both engaged with the high-speed output tooth 73.
[0041] Please refer to Figures 4 to 8, respectively, the intelligent distribution drive assembly system provided by the utility model is in five working conditions of vehicle full load uphill, vehicle full load overtaking, vehicle full load high speed endurance, vehicle empty load driving and vehicle empty load high speed endurance.
[0042] The intelligent distribution drive assembly system provided by the utility model automatically switches appropriate preset working conditions based on actual working conditions, and the preset working conditions include:
[0043] I. Vehicle full load uphill working condition:
[0044] The first tooth sleeve 54 slides to the left, the second tooth sleeve 57 slides to the right, the third tooth sleeve 64 slides to the left, and the fourth tooth sleeve 67 slides to the right.
[0045] At this time, the first motor 11 drives the first constant mesh shaft 51, the first empty gear 53, the first tooth sleeve 54 and the first low-speed driving gear 52 to rotate. The second motor 21 drives the first constant mesh driving gear 58, the second tooth sleeve 57, the second empty gear 56 and the first constant mesh shaft 51 to rotate, thereby also driving the first low-speed driving gear 52 to rotate. Similarly, the third motor 31 and the fourth motor 41 both drive the second-speed driving gear 62 to rotate. The first low-speed driving gear 52 and the second low-speed driving gear 62 jointly drive the low-speed output gear 72 and the output shaft 71 to rotate.
[0046] The first motor 11, the second motor 21, the third motor 31 and the fourth motor 41 jointly output low-speed power.
[0047] II. Vehicle full load overtaking working condition:
[0048] The first tooth sleeve 54 slides to the right, the second tooth sleeve 57 slides to the right, the third tooth sleeve 64 slides to the right, and the fourth tooth sleeve 67 slides to the right.
[0049] At this time, the first motor 11 drives the first constant mesh shaft 51, the first empty gear 53, the first tooth sleeve 54 and the first high-speed driving gear 55 to rotate. The second motor 21 drives the first constant mesh driving gear 58, the second tooth sleeve 57, the second empty gear 56 and the first constant mesh shaft 51 to rotate, thereby also driving the first high-speed driving gear 55 to rotate. Similarly, the third motor 31 and the fourth motor 41 both drive the second high-speed driving gear 65 to rotate. The first high-speed driving gear 55 and the second high-speed driving gear 65 jointly drive the high-speed output gear 73 and the output shaft 71 to rotate.
[0050] The first motor 11, the second motor 21, the third motor 31 and the fourth motor 41 jointly output high-speed power.
[0051] III. Vehicle full load high speed endurance working condition:
[0052] The first tooth sleeve 54 slides to the right, the second tooth sleeve 57 slides to the right, the third tooth sleeve 64 slides to the right, and the fourth tooth sleeve 67 remains in the middle.
[0053] At this time, the first motor 11 drives the first constant mesh shaft 51, the first empty gear 53, the first gear sleeve 54 and the first high-speed driving gear 55 to rotate. The second motor 21 drives the first constant mesh driving gear 58, the second gear sleeve 57, the second empty gear 56 and the first constant mesh shaft 51 to rotate, and in turn drives the first high-speed driving gear 55 to rotate. Similarly, the third motor 31 drives the second high-speed driving gear 65 to rotate. The fourth motor 41 is stopped. The first high-speed driving gear 55 and the second high-speed driving gear 65 jointly drive the high-speed output gear 73 and the output shaft 71 to rotate.
[0054] The first motor 11, the second motor 21 and the third motor 31 jointly output high-speed power.
[0055] In this working condition, the fourth motor 41 is stopped, and can be replaced by the second motor 21 being stopped. The first gear sleeve 54 slides to the right, the second gear sleeve 57 remains in the middle position, the third gear sleeve 64 slides to the right, and the fourth gear sleeve 67 slides to the right. Then the second motor 21 is stopped.
[0056] Four, vehicle empty running working condition:
[0057] The first gear sleeve 54 slides to the left, the second gear sleeve 57 remains in the middle position, the third gear sleeve 64 slides to the left, and the fourth gear sleeve 67 remains in the middle position.
[0058] At this time, the first motor 11 drives the first constant mesh shaft 51, the first empty gear 53, the first gear sleeve 54 and the first low-speed driving gear 52 to rotate. The second motor 21 is stopped. Similarly, the third motor 31 drives the second low-speed driving gear 62 to rotate. The fourth motor 41 is stopped. The first low-speed driving gear 52 and the second low-speed driving gear 62 jointly drive the low-speed output gear 72 and the output shaft 71 to rotate.
[0059] The first motor 11 and the third motor 31 jointly output low-speed power.
[0060] Five, vehicle empty high-speed cruising working condition:
[0061] The first gear sleeve 54 slides to the right, the second gear sleeve 57 remains in the middle position, the third gear sleeve 64 slides to the right, and the fourth gear sleeve 67 remains in the middle position.
[0062] At this time, the first motor 11 drives the first constant mesh shaft 51, the first empty gear 53, the first gear sleeve 54 and the first high-speed driving gear 55 to rotate. The second motor 21 is stopped. Similarly, the third motor 31 drives the second high-speed driving gear 65 to rotate. The fourth motor 41 is stopped. The first high-speed driving gear 55 and the second high-speed driving gear 65 jointly drive the high-speed output gear 73 and the output shaft 71 to rotate.
[0063] The first motor 11 and the third motor 31 jointly output high-speed power.
[0064] The above merely illustrates the embodiments of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.
Claims
1. An intelligent dispensing drive assembly system, characterized by: The application relates to a driving system and an output shaft, wherein the driving system comprises a first motor, a second motor, a constant meshing shaft, a first tooth sleeve and a second tooth sleeve; the first motor is in transmission connection with the constant meshing shaft; the constant meshing shaft is sleeved with a low-speed driving tooth, a high-speed driving tooth and a constant meshing driving tooth; the second motor is in transmission connection with the constant meshing driving tooth; the first tooth sleeve comprises three states, i.e. the constant meshing shaft is connected with the low-speed driving tooth, a gap and the constant meshing shaft is connected with the high-speed driving tooth; the second tooth sleeve comprises two states, i.e. the constant meshing shaft is connected with the constant meshing driving tooth and a gap; the low-speed driving tooth and the high-speed driving tooth are in transmission connection with the output shaft.
2. The intelligent dispensing drive assembly system of claim 1, wherein: The first motor is connected with a first input shaft; the first input shaft and the constant meshing shaft are respectively provided with input teeth and first transmission teeth, and are in transmission connection with each other through mutual meshing.
3. The intelligent dispensing drive assembly system of claim 1, wherein: The second motor is connected with a second input shaft; the second input shaft is provided with second transmission teeth and is in transmission connection with the constant meshing driving tooth through meshing.
4. The intelligent dispensing drive assembly system of claim 1, wherein: The output shaft is provided with low-speed output teeth and high-speed output teeth, and is in transmission connection with the low-speed driving tooth and the high-speed driving tooth through meshing.
5. The intelligent dispensing drive assembly system of claim 1, wherein: The constant meshing shaft is further provided with first gap teeth and second gap teeth, and is used for bearing the first tooth sleeve and the second tooth sleeve.
6. The intelligent dispensing drive assembly system of claim 5, wherein: The first tooth sleeve is in meshing with the first gap teeth and the low-speed driving tooth, so that the constant meshing shaft is connected with the low-speed driving tooth; the first tooth sleeve is in meshing with the first gap teeth, so that a gap is formed; the first tooth sleeve is in meshing with the first gap teeth and the high-speed driving tooth, so that the constant meshing shaft is connected with the high-speed driving tooth.
7. The intelligent dispensing drive assembly system of claim 5, wherein: The second tooth sleeve is in meshing with the second gap teeth and the constant meshing driving tooth, so that the constant meshing shaft is connected with the constant meshing driving tooth; the second tooth sleeve is in meshing with the second gap teeth, so that a gap is formed.
8. The intelligent dispensing drive assembly system of any one of claims 1 to 7, wherein: The driving system comprises two sets of the driving system, and comprises a first motor, a second motor, a third motor, a fourth motor, a first constant meshing shaft, a second constant meshing shaft, a first tooth sleeve, a second tooth sleeve, a third tooth sleeve and a fourth tooth sleeve. The first motor is in transmission connection with the first constant meshing shaft; the first constant meshing shaft is sleeved with a first low-speed driving tooth, a first high-speed driving tooth and a first constant meshing driving tooth. The second motor is in transmission connection with the first constant meshing driving tooth; the first tooth sleeve comprises three states, i.e. the first constant meshing shaft is connected with the first low-speed driving tooth, a gap and the first constant meshing shaft is connected with the first high-speed driving tooth; the second tooth sleeve comprises two states, i.e. the first constant meshing shaft is connected with the first constant meshing driving tooth and a gap. The third motor is in transmission connection with the second constant meshing shaft; the second constant meshing shaft is sleeved with a second low-speed driving tooth, a second high-speed driving tooth and a second constant meshing driving tooth. The fourth motor is in transmission connection with the second constant meshing driving tooth; the third tooth sleeve comprises three states, i.e. the second constant meshing shaft is connected with the second low-speed driving tooth, a gap and the second constant meshing shaft is connected with the second high-speed driving tooth; the fourth tooth sleeve comprises two states, i.e. the second constant meshing shaft is connected with the second constant meshing driving tooth and a gap. The first low-speed driving tooth, the second low-speed driving tooth, the first high-speed driving tooth and the second high-speed driving tooth are all drivingly connected to the output shaft.