A high-integration pure electric all-terrain vehicle power assembly mechanism

Abstract

This utility model relates to a highly integrated powertrain mechanism for a pure electric all-terrain vehicle, including a motor and a cooling water circulation channel. The power output end of the motor is connected to the gearbox of the all-terrain vehicle. The motor is equipped with a first housing and a second housing. The cooling water circulation channel is connected in series inside the motor, the first housing, and the second housing. The inlet and outlet ports of the cooling water circulation channel are connected to the water-cooling system of the all-terrain vehicle. The first housing houses an on-board charger and an on-board power converter, while the second housing houses a motor controller and a power distribution unit. The wiring between the motor and the first housing uses a stacked busbar and a PCB harness, and the wiring between the first and second housings also uses a stacked busbar and a PCB harness. This highly integrated powertrain mechanism for a pure electric all-terrain vehicle integrates existing pure electric all-terrain vehicles into a coordinated whole, resulting in high energy conversion efficiency and strong power performance.

Description

Technical Field

[0001] This utility model belongs to the field of electric all-terrain vehicle technology, and specifically relates to a highly integrated pure electric all-terrain vehicle powertrain mechanism. Background Technology

[0002] Current pure electric all-terrain vehicles do not employ a highly integrated powertrain system. Their traditional approach involves using independent functional components, such as separate drive motors, motor controllers (MCUs), power distribution units (PDUs), on-board chargers (OBCs), and on-board power converters (DC-CDCs), depending on the required functions. The prominent problems with this approach are: the relatively independent and dispersed arrangement of each component results in low energy conversion efficiency during combined operation and requires significant layout space; the numerous and messy wiring harnesses connecting the components lead to low reliability; and the components themselves rely on natural or air cooling for heat dissipation, resulting in poor heat dissipation and inability to provide high performance. Utility Model Content

[0003] In view of this, the purpose of this utility model is to address the shortcomings of the existing technology by providing a highly integrated powertrain mechanism for pure electric all-terrain vehicles. After high integration, it operates as a coordinated whole, solving various pain points of traditional technical solutions.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A highly integrated powertrain mechanism for a pure electric all-terrain vehicle includes a motor and a cooling water circulation channel. The power output end of the motor is connected to the gearbox of the all-terrain vehicle. The motor is provided with a housing first and a housing second. The cooling water circulation channel is arranged in series inside the motor, housing first, and housing second. The circulating water inlet and outlet of the cooling water circulation channel are respectively connected to the water cooling heat dissipation system of the all-terrain vehicle. The housing first is provided with an on-board charger and an on-board power converter. The housing second is provided with a motor controller and a power distribution unit. The wiring between the motor and housing first is connected by a stacked busbar and a PCB wire harness. The wiring between housing first and housing second is also connected by a stacked busbar and a PCB wire harness.

[0006] To better realize this utility model, the above structure is further optimized, and the motor is a permanent magnet synchronous motor.

[0007] To better realize this utility model, the above structure is further optimized. The housing is provided with an AC power input interface, a low-voltage power output interface one, and a low-voltage power output interface two. The AC power input interface is used to charge the battery pack of the all-terrain vehicle. The low-voltage power output interface one and the low-voltage power output interface two are respectively connected to the positive and negative terminals of the low-voltage battery of the all-terrain vehicle for charging the low-voltage battery.

[0008] To better realize this utility model, further optimizations are made to the above structure. The housing 2 is provided with a low-voltage control signal interface 1 and a low-voltage control signal interface 2. The low-voltage control signal interface 1 is the low-voltage control signal interface of the motor controller, and the low-voltage control signal interface 2 is the low-voltage control signal interface of the on-board charger, the on-board power converter and the power distribution unit.

[0009] To better realize this utility model, the above structure is further optimized by providing an air conditioning power interface and a battery pack heating power output interface on the second housing.

[0010] To better realize this utility model, the above structure is further optimized by providing a battery pack power output interface and a battery pack fast charging interface on the second housing.

[0011] To better realize this utility model, the above structure is further optimized, with the circulating water input interface set on the housing and the circulating water output interface set on the motor.

[0012] Compared with the prior art, this utility model has the following advantages:

[0013] The highly integrated powertrain mechanism for pure electric all-terrain vehicles provided by this utility model integrates existing pure electric all-terrain vehicles into a coordinated whole, resulting in high energy conversion efficiency and strong power performance. While improving the energy utilization rate of the battery pack, it also provides more robust power performance. The highly integrated design is small in size and light in weight, reducing the overall vehicle weight and improving space utilization. Furthermore, the highly integrated components do not require external wiring harnesses; instead, the water-cooling system of the all-terrain vehicle provides water cooling for the highly integrated powertrain mechanism, resulting in higher reliability, lower overall cost, and improved performance of the pure electric all-terrain vehicle. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a left view of the highly integrated powertrain mechanism of the pure electric all-terrain vehicle of this utility model;

[0016] Figure 2 This is a front view of the highly integrated powertrain mechanism of the pure electric all-terrain vehicle of this utility model;

[0017] Figure 3 This is a right view of the highly integrated powertrain mechanism for a pure electric all-terrain vehicle according to this utility model.

[0018] In the picture:

[0019] 1-Motor, 101-Power output terminal, 2-Housing 1, 3-Housing 2, 4-AC input interface, 5-Low voltage power output interface 1, 6-Low voltage power output interface 2, 7-Low voltage control signal interface 1, 8-Low voltage control signal interface 2, 9-Air conditioning power interface, 10-Battery pack heating power output interface, 11-Battery pack power output interface, 12-Battery pack fast charging interface, 13-Circulating water input interface, 14-Circulating water output interface. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0021] In the description of this utility model, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0022] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0023] Please refer to Figures 1-3This application provides a highly integrated powertrain mechanism for a pure electric all-terrain vehicle, which integrates the energy conversion function, energy distribution function, and energy management function of the pure electric all-terrain vehicle into the same powertrain mechanism. It includes a motor 1 and a cooling circulation water channel. The motor 1 is a permanent magnet synchronous motor. The power output end 101 of the motor 1 is connected to the gearbox of the all-terrain vehicle to provide mechanical driving force for the all-terrain vehicle.

[0024] Motor 1 is equipped with housing 2 and housing 3. Cooling circulation channels are connected in series inside motor 1, housing 2, and housing 3. Housing 2 houses the on-board charger and on-board power converter, while housing 3 houses the motor controller and power distribution unit. The wiring between motor 1 and housing 2 uses laminated busbars and PCB harnesses, as does the wiring between housing 2 and housing 3. This internal connection reduces wiring complexity and avoids communication interference between modules, allowing high-voltage power lines and low-voltage signal lines to be connected internally.

[0025] The powertrain mechanism features a highly integrated layout of components. The cooling water inlet 13 is located on the housing 2, while the cooling water outlet 14 is located on the motor 1, connecting to the water-cooled heat dissipation system on the all-terrain vehicle. Heat is dissipated from the powertrain mechanism through water circulation. Utilizing the built-in cooling system provides superior cooling compared to air cooling, and also prevents water leakage from damaging electrical components.

[0026] The housing 12 is equipped with an AC power input interface 4, a low-voltage power output interface 1 5, and a low-voltage power output interface 2 6. The AC power input interface 4 is used to charge the battery pack of the all-terrain vehicle. The low-voltage power output interface 1 5 and the low-voltage power output interface 2 6 are respectively connected to the positive and negative terminals of the low-voltage battery of the all-terrain vehicle for charging the low-voltage battery.

[0027] The housing 2 3 is provided with a low-voltage control signal interface 1 7 and a low-voltage control signal interface 2 8. The low-voltage control signal interface 1 7 is the low-voltage control signal interface of the motor controller, and the low-voltage control signal interface 2 8 is the low-voltage control signal interface of the on-board charger, the on-board power converter and the power distribution unit.

[0028] The housing 2 3 is equipped with an air conditioning power interface 9 and a battery pack heating power output interface 10. The air conditioning power interface 9 provides power to the air conditioning system inside the all-terrain vehicle's cab. The battery pack heating power output interface 10 provides power to the battery pack's heating equipment.

[0029] The housing 2 3 is equipped with a battery pack power output interface 11 and a battery pack fast charging interface 12. The functions of the battery pack power output interface 11 are: to transfer the electrical energy of the battery pack to the permanent magnet synchronous motor 1 and convert it into mechanical energy to provide mechanical power for the all-terrain vehicle; to transfer the electrical energy of the battery pack to the on-board power converter and power distribution unit to provide power for the relevant electrical equipment on the all-terrain vehicle; and to feed back the regenerative braking energy of the permanent magnet synchronous motor 1 to the battery pack.

[0030] This application integrates the independent drive motor 1, motor controller, power distribution unit, on-board charger and on-board power converter into a compact layout, reducing the footprint. At the same time, the messy wiring between modules is connected by built-in stacked busbars and PCB wiring harnesses, and the highly integrated powertrain mechanism is cooled by water using the water cooling system of the all-terrain vehicle, resulting in higher reliability and stronger performance.

[0031] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A highly integrated powertrain mechanism for a pure electric all-terrain vehicle, characterized in that: The system includes a motor and a cooling water circulation channel. The power output end of the motor is connected to the gearbox of the all-terrain vehicle. The motor is equipped with a housing 1 and a housing 2. The cooling water circulation channel is connected in series inside the motor, the housing 1, and the housing 2. The circulating water inlet and outlet of the cooling water circulation channel are respectively connected to the water cooling system of the all-terrain vehicle. The housing 1 houses an on-board charger and an on-board power converter. The housing 2 houses a motor controller and a power distribution unit. The wiring between the motor and the housing 1 is connected using a stacked busbar and a PCB wire harness. The wiring between the housing 1 and the housing 2 is also connected using a stacked busbar and a PCB wire harness.

2. The highly integrated powertrain mechanism for a pure electric all-terrain vehicle according to claim 1, characterized in that: The motor is a permanent magnet synchronous motor.

3. The highly integrated powertrain mechanism for a pure electric all-terrain vehicle according to claim 1, characterized in that: The housing is provided with an AC power input interface, a low-voltage power output interface one, and a low-voltage power output interface two. The AC power input interface is used to charge the battery pack of the all-terrain vehicle. The low-voltage power output interface one and the low-voltage power output interface two are respectively connected to the positive and negative terminals of the low-voltage battery of the all-terrain vehicle for charging the low-voltage battery.

4. The highly integrated powertrain mechanism for a pure electric all-terrain vehicle according to claim 3, characterized in that: The housing 2 is provided with a low-voltage control signal interface 1 and a low-voltage control signal interface 2. The low-voltage control signal interface 1 is the low-voltage control signal interface of the motor controller, and the low-voltage control signal interface 2 is the low-voltage control signal interface of the on-board charger, the on-board power converter and the power distribution unit.

5. The highly integrated powertrain mechanism for a pure electric all-terrain vehicle according to claim 4, characterized in that: The second housing is equipped with an air conditioning power interface and a battery pack heating power output interface.

6. The highly integrated powertrain mechanism for a pure electric all-terrain vehicle according to claim 5, characterized in that: The second housing is provided with a battery pack power output interface and a battery pack fast charging interface.

7. The highly integrated powertrain mechanism for a pure electric all-terrain vehicle according to claim 1, characterized in that: The circulating water input interface is located on the housing, and the circulating water output interface is located on the motor.

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