Electromagnetic retarder four-motor two-speed heavy truck drive assembly system
The electromagnetic retarder four-motor two-speed heavy truck drive assembly system, utilizing four motors and an intelligent power distribution system, solves the problem of low efficiency of traditional heavy truck drive systems under complex working conditions, achieves precise matching of power output and efficient vehicle operation, and reduces energy consumption and maintenance costs.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHUZHOU GEAR CO LTD
- Filing Date
- 2025-04-29
- Publication Date
- 2026-05-26
AI Technical Summary
Traditional heavy-duty truck drive systems are inefficient under complex and diverse operating conditions, resulting in energy waste and low transportation efficiency. They also fail to meet the vehicle's power requirements, increasing wear and maintenance costs.
It adopts an electromagnetic slow-speed four-motor two-speed heavy truck drive assembly system, equipped with four motors, combined with an intelligent power distribution system and shifting mechanism, which intelligently adjusts the number of motors used and the power output according to the working conditions, and has redundancy function to cope with complex working conditions.
It achieves precise matching of power output under different operating conditions, reduces energy consumption, improves vehicle reliability and safety, reduces the risk of transportation delays, and has good versatility and adaptability, thus reducing the cost of technology upgrades.
Smart Images
Figure CN224276820U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of drive transmission devices, specifically to an electromagnetic retarder four-motor two-speed heavy truck drive assembly system. Background Technology
[0002] In today's booming logistics and transportation industry, heavy-duty trucks, as the main force in long-distance freight transport, directly impact logistics efficiency and costs. Traditional heavy-duty truck drive systems often rely on a single engine or a simple combination of motors, and their drawbacks become increasingly apparent when facing complex and diverse operating conditions. For example, in congested urban areas, prolonged idling and low-speed driving cause the engine or motor to operate inefficiently, resulting in significant energy waste. Furthermore, under different conditions such as high-speed driving and hill climbing, traditional drive systems struggle to flexibly allocate power, failing to meet the vehicle's precise power demands, leading to low transportation efficiency and increased vehicle wear and maintenance costs.
[0003] With increasingly stringent environmental protection requirements and the urgent need for logistics companies to reduce operating costs, the development of a more efficient and intelligent heavy-duty truck drive system is urgently needed. However, existing products cannot fully meet these needs. Utility Model Content
[0004] To address the problem that existing drive systems cannot meet the needs of pure electric heavy trucks, this utility model provides an electromagnetic retarded four-motor two-speed heavy truck drive assembly system that solves the above-mentioned problems.
[0005] An electromagnetic retarder four-motor two-speed heavy-duty truck drive assembly system includes motors, a transmission gear set, and an output gear set connected in sequence. The transmission gear set is equipped with a first shifting mechanism and a second shifting mechanism. The transmission gear set includes two input shafts and one intermediate shaft. The two input shafts are respectively connected to two motors. One input shaft meshes with the intermediate shaft via gears, and the other input shaft is connected to the intermediate shaft via the second shifting mechanism. The intermediate shaft is connected to the output gear set via the first shifting mechanism. The output gear set is equipped with an electromagnetic retarder. The system includes two parallel drive units. Each drive unit includes two motors, the transmission gear set, the first shifting mechanism, and the second shifting mechanism. The power from the two drive units is combined into the output gear set.
[0006] In a preferred embodiment of the electromagnetic retarder four-motor two-speed heavy truck drive assembly system provided by this utility model, the transmission gear set includes two input teeth respectively disposed on the two input shafts, and an intermediate tooth disposed on the intermediate shaft. One input tooth meshes with the intermediate tooth, and the other input tooth is connected to the second shifting mechanism.
[0007] In a preferred embodiment of the electromagnetic retarder four-motor two-speed heavy-duty truck drive assembly system provided by this utility model, the second shifting mechanism includes a second shifting spline and a third shifting tooth. The second shifting spline is disposed on the intermediate shaft, and the third shifting tooth is sleeved outside the intermediate shaft. The second shifting spline and the third shifting tooth may or may not be connected. Another input tooth meshes with the third shifting tooth.
[0008] In a preferred embodiment of the electromagnetic retarder four-motor two-speed heavy truck drive assembly system provided by this utility model, the first shifting mechanism includes a first shifting spline, a first shifting tooth, and a second shifting tooth. The first shifting spline is disposed on the intermediate shaft, and the first shifting tooth and the second shifting tooth are both sleeved on the outside of the intermediate shaft. The first shifting spline is connected to the first shifting tooth or to the second shifting tooth.
[0009] In a preferred embodiment of the electromagnetic retarder four-motor two-speed heavy truck drive assembly system provided by this utility model, the output gear group includes an output shaft, and a first output tooth and a second output tooth disposed on the output shaft. The first output tooth meshes with the first shift tooth, and the second output tooth meshes with the second shift tooth. The output shaft is provided with the electromagnetic retarder.
[0010] Compared with existing technologies, the electromagnetic retarder four-motor two-speed heavy truck drive assembly system provided by this utility model has the following beneficial effects:
[0011] 1. The solution provided by this utility model is equipped with 4 motors, which provides a strong power reserve. The number of motors can be intelligently increased or decreased according to different operating conditions, easily coping with complex operating conditions such as heavy truck climbing and heavy load starting, while also having the functions of slowing down and kinetic energy recovery.
[0012] The multi-motor design provides redundancy to the system. When one motor fails, the other motors can still maintain the basic operation of the vehicle, ensuring the continuity of transportation tasks, reducing the risk of transportation delays caused by failures, and improving the reliability and safety of the vehicle.
[0013] 2. The solution provided by this utility model adopts an intelligent power distribution system, which can adjust the power output in real time according to road conditions and driving needs, thereby improving the smoothness and controllability of driving.
[0014] In low-speed driving conditions such as urban congestion, only some motors are used to avoid unnecessary energy consumption; in high-speed driving conditions, all motors are rationally allocated to ensure that power output is perfectly matched with driving needs, thus significantly reducing energy consumption.
[0015] 3. The solution provided by this utility model has good versatility and adaptability, and can be easily integrated into various heavy-duty truck models without large-scale modifications to the overall vehicle structure, thereby reducing the technology upgrade costs for heavy-duty truck manufacturers and accelerating the promotion and application of new technologies. Attached Figure Description
[0016] Figure 1 This is a schematic diagram of the electromagnetic retarder four-motor two-speed heavy truck drive assembly system.
[0017] Numbering on the map:
[0018] First motor 11, second motor 12, third motor 13, fourth motor 14, transmission gear set 2, first input shaft 21, second input shaft 22, first input gear 23, second input gear 24, intermediate shaft 25, intermediate gear 26, first shifting mechanism 3, first shifting gear 31, first shifting spline 32, second shifting gear 33, first sliding sleeve 34, third sliding sleeve 35, second shifting mechanism 4, third shifting gear 41, second shifting spline 42, second sliding sleeve 43, fourth sliding sleeve 44, output gear set 5, output shaft 51, first output gear 52, second output gear 53, electromagnetic retarder 6. Detailed Implementation
[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.
[0020] Please see Figure 1 This is a structural schematic diagram of the electromagnetic retarder four-motor two-speed heavy truck drive assembly system provided by this utility model.
[0021] The electromagnetic slow-speed four-motor two-speed heavy truck drive assembly system includes two parallel drive units. Each drive unit includes two motors, a transmission gear set 2, a first shifting mechanism 3, and a second shifting mechanism 4. The power of the two drive units is combined into the output gear set 5.
[0022] Taking a single drive unit as an example, the transmission gear set 2 includes a first input shaft 21, a second input shaft 22, and an intermediate shaft 25. The first input shaft 21 is coaxial with the second input shaft 22 and parallel to the intermediate shaft 25. The first input shaft 21 and the second input shaft 22 are respectively connected to two motor shafts, which are referred to as the first motor 11 and the second motor 12.
[0023] The first input shaft 21 and the second input shaft 22 are respectively provided with a first input tooth 23 and a second input tooth 24. The first input shaft 21 and the second input shaft 22 are respectively provided with bearings on both sides of the first input tooth 23 and the second input tooth 24.
[0024] The intermediate shaft 25 is provided with an intermediate tooth 26, a first shifting mechanism 3 and a second shifting mechanism 4, and bearings at both ends. The intermediate tooth 26 meshes with the first output tooth 23.
[0025] The first shifting mechanism 3 includes a first shifting tooth 31, a first shifting spline 32, a second shifting tooth 33, and a first sliding sleeve 34. The first shifting spline 32 is fixedly mounted on the intermediate shaft 25, while the first shifting tooth 31 and the second shifting tooth 33 are both slidably mounted on the intermediate shaft 25 and are located on opposite sides of the first shifting spline 32. Splines adapted to the first shifting spline 32 are respectively provided on the adjacent surfaces of the first shifting tooth 31 and the second shifting tooth 33.
[0026] By controlling the first sliding sleeve 34, the first shift tooth 31 is connected to the first shift spline 32, or the second shift tooth 33 is connected to the first shift spline 32.
[0027] The second shifting mechanism 4 includes a third shifting tooth 41, a second shifting spline 42, and a second sliding sleeve 43. The second shifting spline 42 is fixedly mounted on the intermediate shaft 25, and the third shifting tooth 41 is slidably mounted on the intermediate shaft 25. The side of the third shifting tooth 41 near the second shifting spline 42 has a spline that is adapted to the second shifting spline 42.
[0028] By controlling the second sliding sleeve 43, the third shift tooth 41 can be connected to or disconnected from the second shift spline 42.
[0029] The output gear set 5 includes an output shaft 51, a first output tooth 52, and a second output tooth 53. The output shaft 51 is parallel to the intermediate shaft 25, connected to the electromagnetic retarder 6, and outputs power.
[0030] The first output tooth 52 and the second output tooth 53 are both fixedly mounted on the output shaft 51 and mesh with the first shift tooth 31 and the second shift tooth 33, respectively. The output shaft 51 is provided with bearings located outside the first output tooth 52 and the second output tooth 53.
[0031] Since there are two sets of drive units, there are two sets of first shift teeth 31 and second shift teeth 33, which mesh with the same set of first output teeth 52 and second output teeth 53.
[0032] When the first sliding sleeve 34 is in the left position, the first shifting tooth 31 is connected to the first shifting spline 32, and the power of the first motor 11 is transmitted to the output shaft 51 through the first shifting tooth 31 and the first output tooth 52, and outputs with a larger torque.
[0033] When the first sliding sleeve 34 is in the right position, the second shifting tooth 33 is connected to the first shifting spline 32, and the power of the first motor 11 is transmitted to the output shaft 51 through the second shifting tooth 33 and the second output tooth 53, and output at a larger speed.
[0034] When the second sliding sleeve 43 is in the right position, the third shifting tooth 41 is connected to the second shifting spline 42, and the power of the second motor 12 is transmitted to the intermediate shaft 25 through the second input tooth 24 and the third shifting tooth 41, and then output through the first shifting mechanism 3.
[0035] When the second sliding sleeve 43 is in the middle position, the third shifting tooth 41 is disconnected from the second shifting spline 42, and the second motor 12 does not participate in the work.
[0036] For ease of description, the two motors in the other drive unit are designated as the third motor 13 and the fourth motor 14, and the two sliding sleeves are designated as the third sliding sleeve 35 and the fourth sliding sleeve 44. The structure and principle of the other drive unit are the same, and are briefly described below:
[0037] When the third sliding sleeve 35 is in the left position, the third motor 13 outputs a larger torque.
[0038] When the third sliding sleeve 35 is in the right position, the third motor 13 outputs at a larger speed.
[0039] When the fourth sliding sleeve 44 is in the right position, the fourth motor 14 assists in the output;
[0040] When the fourth sliding sleeve 44 is in the neutral position, the fourth motor 14 does not participate in the work.
[0041] Specifically, intelligent automatic control is implemented based on five common operating conditions.
[0042] Vehicle fully loaded uphill: First sliding sleeve 34 on the left, second sliding sleeve 43 on the right, third sliding sleeve 35 on the left, fourth sliding sleeve 44 on the right. First motor 11 starts, second motor 12 starts, third motor 13 starts, fourth motor 14 starts, full power high torque output.
[0043] Overtaking with a full load: First sliding sleeve 34 on the right, second sliding sleeve 43 on the right, third sliding sleeve 35 on the right, and fourth sliding sleeve 44 on the right. First motor 11 starts, second motor 12 starts, third motor 13 starts, and fourth motor 14 starts, with full power high-speed output.
[0044] Fully loaded high-speed cruising: First sliding sleeve 34 is in the right position, second sliding sleeve 43 is in the right position, third sliding sleeve 35 is in the right position, and fourth sliding sleeve 44 is in the middle position. First motor 11 starts, second motor 12 starts, third motor 13 starts, and fourth motor 14 stops, providing high-power, high-speed output.
[0045] Vehicle running unloaded: First sliding sleeve 34 in left position, second sliding sleeve 43 in middle position, third sliding sleeve 35 in left position, fourth sliding sleeve 44 in middle position. First motor 11 starts, second motor 12 stops, third motor 13 starts, fourth motor 14 stops, low power and low speed output;
[0046] Vehicle unloaded high-speed cruising: First sliding sleeve 34 is in the right position, second sliding sleeve 43 is in the middle position, third sliding sleeve 35 is in the right position, and fourth sliding sleeve 44 is in the middle position. First motor 11 starts, second motor 12 stops, third motor 13 starts, and fourth motor 14 stops, with low-power high-speed output.
[0047] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made using the content of this utility model specification, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.
Claims
1. An electromagnetic retardation four-motor two-gear heavy truck drive assembly system, characterized in that: The system includes a motor, a transmission gear set, and an output gear set connected in sequence. The transmission gear set is equipped with a first shifting mechanism and a second shifting mechanism. The transmission gear set includes two input shafts and one intermediate shaft. The two input shafts are respectively connected to the two motors. One input shaft meshes with the intermediate shaft via gears, and the other input shaft is connected to the intermediate shaft via the second shifting mechanism. The intermediate shaft is connected to the output gear set via the first shifting mechanism. The output gear set is equipped with an electromagnetic retarder. The system also includes two parallel drive units. Each drive unit includes the two motors, the transmission gear set, the first shifting mechanism, and the second shifting mechanism. The power from the two drive units is combined into the output gear set.
2. The electromagnetic retarder four-motor two-gear heavy truck drive assembly system according to claim 1, characterized in that: The transmission gear set includes two input teeth respectively disposed on the two input shafts, and an intermediate tooth disposed on the intermediate shaft. One input tooth meshes with the intermediate tooth, and the other input tooth is connected to the second shifting mechanism.
3. The electromagnetic retarder four-motor two-speed heavy truck drive assembly system according to claim 2, characterized in that: The second shifting mechanism includes a second shifting spline and a third shifting tooth. The second shifting spline is disposed on the intermediate shaft, and the third shifting tooth is sleeved outside the intermediate shaft. The second shifting spline and the third shifting tooth may be connected or not connected.
4. The electromagnetic retarder four-motor two-speed heavy truck drive assembly system according to claim 3, characterized in that: Another input tooth engages with the third shift tooth.
5. The electromagnetic retarder four-motor two-speed heavy truck drive assembly system according to claim 1, characterized in that: The first shifting mechanism includes a first shifting spline, a first shifting tooth, and a second shifting tooth. The first shifting spline is disposed on the intermediate shaft, and both the first shifting tooth and the second shifting tooth are sleeved on the outside of the intermediate shaft. The first shifting spline is connected to the first shifting tooth or to the second shifting tooth.
6. The electromagnetic retarder four-motor two-speed heavy truck drive assembly system according to claim 5, characterized in that: The output gear set includes an output shaft, and a first output tooth and a second output tooth disposed on the output shaft. The first output tooth meshes with the first shift tooth, and the second output tooth meshes with the second shift tooth.
7. The electromagnetic retarder four-motor two-speed heavy truck drive assembly system according to claim 6, characterized in that: The output shaft is equipped with the electromagnetic retarder.