A powertrain system

Abstract

The application relates to the technical field of power assembly systems, and specifically discloses a power assembly system which comprises a driving motor, an emergency motor, a speed reducer, a clutch and an output flange; the driving motor is connected with the speed reducer; the emergency motor is connected with the speed reducer; the speed reducer is connected with a tank body through the output flange; the clutch is located between the emergency motor and the speed reducer, and is used for controlling the transmission connection between the emergency motor and the speed reducer. When the driving motor cannot normally work, the clutch is used for connecting the emergency motor with the speed reducer, the emergency motor is started to provide power for the tank body, the continuous rotation of the tank body is maintained, the state of the concrete is maintained, and the problem that the tank body is stopped to cause the tank to be filled with concrete when the driving motor cannot normally work is avoided.

Description

Technical Field

[0001] This application relates to the technical field of powertrain systems, and in particular to a powertrain system. Background Technology

[0002] A concrete mixer truck is a specialized vehicle used for transporting concrete. It consists of a superstructure and a chassis. The chassis forms the foundation of the mixer truck, while the superstructure is its core working part. The tank is part of the superstructure and rotates continuously during transport. Inside the tank are spiral blades that rotate, continuously mixing the concrete to maintain its homogeneity and prevent stratification or sedimentation during transport.

[0003] Currently, the power for rotating the tank of the new energy mixer truck is output by the drive motor, which is decelerated by the gearbox and then drives the tank to rotate forward and reverse to complete the process of concrete feeding, mixing, transportation and discharge.

[0004] However, when the drive motor malfunctions, the tank loses its power source, preventing it from rotating. The tank must wait for rescue until an external rescue device is connected through the rescue port at the motor end, allowing the tank to resume rotation. If the wait for rescue is too long, the concrete may solidify inside the tank, causing significant economic losses. Furthermore, subsequent manual cleaning of the tank requires cutting open the maintenance cover, which is difficult, inefficient, and unsafe. Utility Model Content

[0005] To avoid the risk of tank malfunction and tank blockage when the drive motor fails, this application provides a powertrain system that allows the tank to continue rotating and maintain the state of the concrete even when the drive motor fails.

[0006] This application provides a powertrain system that adopts the following technical solution:

[0007] A powertrain system includes a drive motor, an emergency motor, a reducer, a clutch, and an output flange. The drive motor is connected to the reducer, the emergency motor is connected to the reducer, and the reducer is connected to a tank via the output flange. The clutch is located between the emergency motor and the reducer and is used to control the transmission connection between the emergency motor and the reducer.

[0008] By adopting the above technical solution, when the drive motor is working normally, the power of the drive motor is reduced by the reducer and then drives the tank to rotate. At this time, the clutch is disengaged and the emergency motor does not participate in driving the tank. When the drive motor fails to work normally, the clutch is engaged to connect the emergency motor to the reducer, and the emergency motor provides power to the tank to maintain the continuous rotation of the tank. When the drive motor returns to normal, the power of the drive motor and the emergency motor is switched to maintain the continuous rotation of the tank, thus avoiding the problem of the tank stopping and becoming stuck when the drive motor fails to work normally.

[0009] Optionally, the reducer includes a single-stage reduction gearbox and a main reduction gearbox, with the output end of the single-stage reduction gearbox connected to the input end of the main reduction gearbox.

[0010] By adopting the above technical solution, the reducer uses a single-stage reduction gearbox and a main reduction gearbox connected in series, which makes the overall speed ratio of the reducer larger.

[0011] Optionally, both the drive motor and the emergency motor are located at the input end of the single-stage reduction gearbox.

[0012] By adopting the above technical solution, both the drive motor and the emergency motor are located at the input end of the single-stage gearbox, which simplifies the transmission structure, reduces costs, and improves efficiency.

[0013] Optionally, the single-stage reduction gearbox includes a first shaft and a second shaft, the emergency motor is connected to the input end of the first shaft, the drive motor is connected to the input end of the second shaft, the emergency motor and the drive motor are connected in parallel, and the output end of the second shaft of the single-stage reduction gearbox is connected to the input end of the main reduction gearbox.

[0014] By adopting the above technical solution, the power of the drive motor is reduced by the main gearbox and then output to the tank through the output flange; the power of the emergency motor is reduced by the single-stage gearbox and then by the main gearbox before being output to the tank through the output flange. This can achieve a higher speed ratio, making the torque requirement of the emergency motor smaller, reducing the weight and volume of the emergency motor, reducing the load during use, and extending the service life of the system.

[0015] Optionally, the drive motor and the emergency motor are located on the same horizontal plane.

[0016] By adopting the above technical solution, the drive motor and the emergency motor are located on the same horizontal plane, which can reduce energy loss during transmission, improve overall transmission efficiency, and distribute the load more evenly, thereby improving the stability and service life of the system.

[0017] Optionally, the main gearbox is a two-stage planetary gearbox.

[0018] By adopting the above technical solution, the two-stage planetary gearbox can provide a larger speed ratio, with less energy loss and strong practicality.

[0019] Optionally, the output end of the main gearbox is connected to the tank body via an output flange.

[0020] By adopting the above technical solution, the connection between the main gearbox and the tank is more compact, saving space.

[0021] Optionally, the emergency motor is powered by the vehicle's low-voltage battery via a motor controller.

[0022] By adopting the above technical solution, there is no need to add an extra battery and control unit, which simplifies the circuit design of the mixer truck. Moreover, the motor controller can accurately control the power supply according to actual needs, avoiding waste.

[0023] In summary, this application includes at least one of the following beneficial technical effects:

[0024] 1. When the drive motor is working normally, the power of the drive motor is reduced by the reducer and then drives the tank to rotate. At this time, the clutch is disengaged and the emergency motor does not participate in driving the tank. When the drive motor fails to work normally, the clutch is engaged to connect the emergency motor to the reducer. The emergency motor provides power to the tank and maintains the continuous rotation of the tank. When the drive motor returns to normal, the power of the drive motor and the emergency motor is switched to maintain the continuous rotation of the tank and avoid the problem of the tank stopping and becoming stuck when the drive motor fails to work normally.

[0025] 2. The reducer includes a single-stage reducer and a main reducer, with the output end of the single-stage reducer connected to the input end of the main reducer. The power of the emergency motor is reduced by the single-stage reducer and then by the main reducer before being output to the tank through the output flange. This results in a larger overall speed ratio for the reducer, reducing the torque requirement of the emergency motor and thus reducing its weight and size.

[0026] 3. The emergency motor is powered by the vehicle's low-voltage battery via the motor controller, eliminating the need for additional batteries and control units. This simplifies the mixer truck's circuit design, and the motor controller can precisely control the power supply according to actual needs, avoiding waste. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the connection structure according to an embodiment of this application.

[0028] Reference numerals in the attached diagram: 1. Drive motor; 2. Emergency motor; 3. Reducer; 31. Single-stage gearbox; 32. Main gearbox; 4. Output flange; 5. Clutch. Detailed Implementation

[0029] The following is in conjunction with the appendix Figure 1 This application will be described in further detail.

[0030] This application discloses a powertrain system, referring to... Figure 1 It includes a drive motor 1, an emergency motor 2, a reducer 3, a clutch 5, and an output flange 4. The drive motor 1 is connected to the reducer 3, and the emergency motor 2 is connected to the reducer 3. A clutch 5 is installed between the emergency motor 2 and the reducer 3, and the clutch 5 can control the transmission connection between the emergency motor 2 and the reducer 3. An output flange 4 is installed at the output end of the reducer 3, and the output flange 4 is connected to the tank body.

[0031] When drive motor 1 is working normally, the power of drive motor 1 is reduced by reducer 3 and then drives the tank to rotate. At this time, clutch 5 is disconnected and emergency motor 2 does not participate in driving the tank. When drive motor 1 or the mixer truck malfunctions, clutch 5 connects emergency motor 2 to reducer 3, and emergency motor 2 starts to provide power to the tank and maintain the continuous rotation of the tank. When drive motor 1 returns to normal, the power of drive motor 1 and emergency motor 2 is switched to maintain the continuous rotation of the tank and avoid the risk of the tank stopping and becoming stuck when drive motor 1 fails to work.

[0032] The reducer 3 includes a single-stage reduction gearbox 31 and a main reduction gearbox 32. The output end of the single-stage reduction gearbox 31 is connected to the input end of the main reduction gearbox 32, and the output end of the main reduction gearbox 32 is connected to the tank body via an output flange 4. The single-stage reduction gearbox 31 includes a first shaft and a second shaft. The input end of the first shaft is connected to the emergency motor 2, the input end of the second shaft is connected to the drive motor 1, and the output end of the second shaft is connected to the input end of the main reduction gearbox 32. The emergency motor 2 and the drive motor 1 are connected in parallel and are located on the same horizontal plane. When the drive motor 1 fails to work, the emergency motor 2 can still drive the tank body to rotate at a lower speed to maintain the state of the concrete. In this embodiment, the main reduction gearbox 32 is a two-stage planetary reduction gearbox.

[0033] The drive motor 1 is powered by a power battery via a motor controller. The power from the drive motor 1 is reduced in speed by the main reduction gearbox 32 and then output to the tank via the output flange 4, allowing the drive motor 1 to maintain efficient operation. In this embodiment, the operating voltage of the power battery is 320V.

[0034] The emergency motor 2 is powered by the vehicle's low-voltage battery via a motor controller. The power from the emergency motor 2 is reduced in speed by a single-stage reduction gearbox 31, then by a main reduction gearbox 32, and finally output to the tank via the output flange 4. This achieves a higher speed ratio, maintaining the tank's low-speed rotation. Furthermore, the emergency motor 2 requires less torque, reducing its weight and size, lowering the load during use, and extending the system's lifespan. In this embodiment, the vehicle's low-voltage battery operates at 24V.

[0035] The implementation principle of a powertrain system disclosed in this application is as follows: drive motor 1 is connected to reducer 3, emergency motor 2 is connected to reducer 3, drive motor 1 and emergency motor 2 are connected in parallel, and a clutch 5 for controlling the transmission connection is connected between emergency motor 2 and reducer 3; when drive motor 1 fails to work normally, the clutch 5 connects emergency motor 2 and reducer 3, and emergency motor 2 starts to provide power to the tank and maintain the continuous rotation of the tank; when drive motor 1 returns to normal, the power of drive motor 1 and emergency motor 2 is switched to maintain the continuous rotation of the tank, avoiding the risk of tank suffocation caused by tank shutdown when drive motor 1 fails to work.

[0036] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A powertrain system, characterized in that, It includes a drive motor (1), an emergency motor (2), a reducer (3), a clutch (5), and an output flange (4). The drive motor (1) is connected to the reducer (3), the emergency motor (2) is connected to the reducer (3), and the reducer (3) is connected to the tank body through the output flange (4). The clutch (5) is located between the emergency motor (2) and the reducer (3), and the clutch (5) is used to control the transmission connection between the emergency motor (2) and the reducer (3).

2. The powertrain system according to claim 1, characterized in that, The reducer (3) includes a single-stage reducer (31) and a main reducer (32), with the output end of the single-stage reducer (31) connected to the input end of the main reducer (32).

3. A powertrain system according to claim 2, characterized in that, Both the drive motor (1) and the emergency motor (2) are located at the input end of the single-stage reduction gearbox (31).

4. A powertrain system according to claim 3, characterized in that, The single-stage reduction gearbox (31) includes a first shaft and a second shaft. The emergency motor (2) is connected to the input end of the first shaft, and the drive motor (1) is connected to the input end of the second shaft. The emergency motor (2) and the drive motor (1) are connected in parallel. The output end of the second shaft of the single-stage reduction gearbox (31) is connected to the input end of the main reduction gearbox (32).

5. A powertrain system according to claim 4, characterized in that, The drive motor (1) and the emergency motor (2) are located on the same horizontal plane.

6. A powertrain system according to claim 2, characterized in that, The main gearbox (32) is a two-stage planetary gearbox.

7. A powertrain system according to claim 2, characterized in that, The output end of the main gearbox (32) is connected to the tank body through the output flange (4).

8. A powertrain system according to claim 1, characterized in that, The power of the emergency motor (2) is provided by the vehicle's low-voltage battery via the motor controller.

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