Drive system of an electrically powered engineering machine

Abstract

The utility model relates to drive system technical field, concretely provides a kind of drive system of electric engineering machinery, including front axle module, rear axle module, drive motor, transfer case, hydraulic oil pump, energy accumulator, priority valve, steering mechanism and brake mechanism;The drive motor is connected with transfer case;The front axle module and rear axle module are connected with transfer case respectively;The hydraulic oil pump is connected with transfer case;The energy accumulator is connected in parallel in the output port of the hydraulic oil pump;The input end of the priority valve is connected the output pipeline of the energy accumulator and hydraulic oil pump;The steering mechanism and brake mechanism are respectively connected the output end of the priority valve by oil circuit.The utility model in, single drive motor drives engineering machinery walking, steering and braking by transfer case, reduce hardware cost, save design space;Through energy accumulator collection system redundant energy and recovery braking energy, compensate the instantaneous high pressure demand of steering mechanism and brake mechanism, reduce overall energy consumption.

Description

Technical Field

[0001] This utility model relates to the field of drive system technology, and specifically to a drive system for electric engineering machinery. Background Technology

[0002] There are two existing drive systems for electric construction machinery: Option 1 uses a dual-motor drive, with one motor driving the walking system and the other driving the hydraulic pump for steering and braking. Its disadvantages are: ① Dual motors are expensive, require a large amount of space, and have a complex layout; ② The steering and braking pumps operate continuously, resulting in high no-load losses and energy consumption. Option 2 uses a dual-axis permanent magnet motor, with each axis connected to the walking and hydraulic systems respectively. Its disadvantages are: ① Dual-axis motors require high machining precision, increasing manufacturing costs; ② The two outputs of the dual-axis motor share the same electromagnetic system, so if the motor fails, both the hydraulic and walking systems will be paralyzed simultaneously.

[0003] While the above solutions can achieve the goals of driving, steering, and braking, the use of dual motors or dual-axis motors increases the cost and complexity of the entire drive system. Therefore, providing a compact, fast-responding, low-energy-consumption, and highly reliable electric engineering machinery drive system is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0004] The purpose of this utility model is to provide a drive system for electric engineering machinery, and the specific technical solution is as follows:

[0005] A drive system for electric engineering machinery includes a front axle module, a rear axle module, a drive motor, a transfer case, a hydraulic pump, an accumulator, a priority valve, a steering mechanism, and a braking mechanism.

[0006] The drive motor is connected to the transfer case; the front axle module and the rear axle module are respectively connected to the transfer case; the hydraulic oil pump is connected to the transfer case; the accumulator is connected in parallel at the output port of the hydraulic oil pump; the input end of the priority valve is connected to the output pipeline of the accumulator and the hydraulic oil pump; the steering mechanism and the braking mechanism are respectively connected to the output end of the priority valve through oil circuits.

[0007] Furthermore, the transfer case includes a drive force input structure, a drive force output structure, and a power take-off structure; the drive motor is connected to the drive force input structure; the drive force input structure is connected to the drive force output structure, and the drive force output structure is connected to the front axle module and the rear axle module; the power take-off structure is connected to the drive force input structure via a clutch.

[0008] Furthermore, the driving force input structure includes an input shaft, the drive motor is directly connected to the input shaft, and the input shaft is connected to a clutch.

[0009] Furthermore, the driving force output structure includes an input gear, a front output flange, a rear output flange, and a travel output gear. The input gear is connected to an input shaft, and the travel output gear meshes with the input gear. The front output flange and the rear output flange are connected via a connecting shaft, which is connected to the travel output gear. The front output flange is connected to the front axle module, and the rear output flange is connected to the rear axle module.

[0010] Furthermore, the power take-off structure includes a power take-off input shaft, a power take-off input gear, a power take-off output gear, and a hydraulic oil pump power take-off port; the power take-off input shaft is connected to a clutch; the power take-off input gear is connected to the power take-off input shaft; the power take-off output gear is meshed with the power take-off input gear; the hydraulic oil pump power take-off port is connected to the power take-off output gear; and the hydraulic oil pump is connected to the hydraulic oil pump power take-off port.

[0011] Furthermore, the accumulator is equipped with an oil pressure sensor, which is connected to the drive system's electronic control unit.

[0012] Furthermore, the clutch is connected to the drive system electronic control unit, which controls the clutch to engage or disengage based on the oil pressure feedback from the accumulator.

[0013] Furthermore, the priority valve prioritizes the distribution of stable oil pressure to the steering mechanism, while the excess oil is supplied to the braking mechanism.

[0014] Furthermore, it also includes a hand-cranked pump, which is connected to an accumulator and is used to manually replenish pressure when the drive motor or hydraulic pump fails and the accumulator oil pressure is insufficient.

[0015] Furthermore, it also includes a proportional brake valve assembly, which is connected in series to the oil inlet line of the brake mechanism; the proportional brake valve assembly is connected to the drive system electronic control unit.

[0016] The application of the technical solution of this utility model has the following beneficial effects:

[0017] (1) This utility model provides a drive system for electric engineering machinery, including a front axle module, a rear axle module, a drive motor, a transfer case, a hydraulic oil pump, an accumulator, a priority valve, a steering mechanism, and a braking mechanism; the drive motor is connected to the transfer case; the front axle module and the rear axle module are respectively connected to the transfer case; the hydraulic oil pump is connected to the transfer case; the accumulator is connected in parallel at the output port of the hydraulic oil pump; the input end of the priority valve is connected to the output pipeline of the accumulator and the hydraulic oil pump; the steering mechanism and the braking mechanism are respectively connected to the output end of the priority valve through oil circuits. In this utility model, a single drive motor drives the engineering machinery to walk, steer, and brake through the transfer case, reducing hardware costs and saving design space; the accumulator collects redundant energy of the system and recovers braking energy, compensating for the instantaneous high-pressure demand of the steering mechanism and the braking mechanism, and reducing the overall energy consumption of the machine.

[0018] (2) In this utility model, the power take-off structure and the driving force input structure are connected by a clutch. The drive system electronic control unit controls the clutch to engage or disengage according to the accumulator oil pressure, so as to realize the rapid response of switching between accumulator power supply and hydraulic oil pump power supply.

[0019] (3) In this utility model, a pressure sensor is set in the accumulator to set the pressure threshold range for clutch engagement or disengagement, so as to avoid frequent start-stop caused by pressure fluctuations. The ECU controls the engagement or disengagement of the clutch based on pressure feedback to realize the accumulator energy replenishment start-stop.

[0020] (4) In this utility model, the drive system also includes a hand pump. The hand pump is connected to the accumulator through a one-way valve. When the drive motor or hydraulic oil pump fails, it is manually switched to the emergency oil circuit. The hand pump is cranked to pressurize the accumulator to drive the steering mechanism and braking mechanism, meet the emergency steering and braking requirements, and achieve the purpose of emergency escape. A reverse proportional brake valve group is set in the brake oil circuit to realize the precise control of the braking force according to the reverse adjustment of the load / vehicle speed, so as to achieve effective braking. The reliability of the drive system is enhanced by the setting of the hand pump and the reverse proportional brake valve group.

[0021] In addition to the purposes, features, and advantages described above, this utility model also has other purposes, features, and advantages. The present utility model will now be described in further detail with reference to the figures. Attached Figure Description

[0022] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0023] Figure 1 This is a schematic diagram of the drive system of the electric engineering machinery in an embodiment of this utility model;

[0024] Figure 2 This is a simplified structural diagram of the transfer case;

[0025] The components are as follows: 1. Front axle module; 2. Rear axle module; 3. Drive motor; 4. Transfer case; 41. Input shaft; 42. Input gear; 43. Output front flange; 44. Output rear flange; 45. Travel output gear; 46. Clutch; 47. Power take-off input gear; 48. Power take-off output gear; 49. Hydraulic oil pump power take-off port; 5. Hydraulic oil pump; 6. Accumulator; 7. Priority valve; 8. Steering mechanism; 9. Braking mechanism; 10. Hand pump; 11. Inverse proportional brake valve assembly. Detailed Implementation

[0026] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered.

[0027] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, they should not be construed as limitations on this utility model.

[0028] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more. Example

[0029] See Figure 1 This embodiment provides a drive system for electric construction machinery, including a front axle module 1, a rear axle module 2, a drive motor 3, a transfer case 4, a hydraulic oil pump 5, an accumulator 6, a priority valve 7, a steering mechanism 8, and a braking mechanism 9.

[0030] The drive motor 3 is connected to the transfer case 4, and the front axle module 1 and the rear axle module 2 are respectively connected to the transfer case 4. The drive motor 3 outputs power to the front axle module 1 and the rear axle module 2 through the transfer case 4 to achieve the walking function. The hydraulic oil pump 5 is connected to the transfer case 4 to obtain power from the transfer case 4. The accumulator 6 is set in parallel at the output port of the hydraulic oil pump 5. The accumulator 6 can store excess energy of the system and energy from braking feedback. It can smooth out peaks and valleys in the output energy of the hydraulic oil pump 5 to stabilize its output oil pressure. It can also serve as a power source to power the steering mechanism 8 and the braking mechanism 9. The input end of the priority valve 7 is connected to the output pipeline of the accumulator 6 and the hydraulic oil pump 5. The steering mechanism 8 and the braking mechanism 9 are respectively connected to the output end of the priority valve 7 through oil circuits. The priority valve 7 prioritizes the distribution of stable oil pressure to the steering mechanism 8 and supplies excess oil to the braking mechanism 9. The steering mechanism 8 and the braking mechanism 9 are powered by the hydraulic oil pump 5 and / or the accumulator 6 to achieve steering and braking functions.

[0031] See Figure 2 The transfer case 4 includes a drive force input structure, a drive force output structure, and a power take-off structure; the drive motor 3 is connected to the drive force input structure; the drive force input structure is connected to the drive force output structure; the drive force output structure is connected to the front axle module 1 and the rear axle module 2; the power take-off structure is connected to the drive force input structure via a clutch 46; and the hydraulic oil pump 5 is connected to the power take-off structure. In this embodiment, the clutch 46 is preferably an electromagnetic wet clutch.

[0032] Specifically, the driving force input structure includes an input shaft 41, with the drive motor 3 directly connected to the input shaft 41, and the input shaft 41 connected to the clutch 46. The driving force output structure includes an input gear 42, a front output flange 43, a rear output flange 44, and a travel output gear 45. The input gear 42 is connected to the input shaft 41, and the travel output gear 45 is meshed with the input gear 42. The front output flange 43 and the rear output flange 44 are connected via a connecting shaft, which is connected to the travel output gear 45. The front output flange 43 is connected to the front axle module 1, and the rear output flange 44 is connected to the rear axle module 2. The drive motor 3 drives the input shaft 41 to rotate, which in turn drives the input gear 42 to drive the travel output gear 45 to rotate. Power is output to the front axle module 1 and the rear axle module 2 via the front output flange 43 and the rear output flange 44, respectively, to achieve the travel function.

[0033] The power take-off structure includes a power take-off input shaft, a power take-off input gear 47, a power take-off output gear 48, and a hydraulic pump power take-off port 49. The power take-off input shaft is connected to a clutch 46, the power take-off input gear 47 is connected to the power take-off input shaft, the power take-off output gear 48 is meshed with the power take-off input gear 47, the hydraulic pump power take-off port 49 is connected to the power take-off output gear 48, and the hydraulic pump 5 is connected to the hydraulic pump power take-off port 49. When the clutch 46 is engaged, the hydraulic pump 5 takes power from the transfer case 4 through the hydraulic pump power take-off port 49.

[0034] The accumulator 6 is equipped with an oil pressure sensor to monitor the oil pressure of the accumulator 6. The oil pressure sensor is connected to the drive system electronic control unit. The clutch 46 is connected to the drive system electronic control unit. The drive system electronic control unit controls the clutch 46 to engage or disengage based on the oil pressure feedback from the accumulator 6.

[0035] Specifically, the accumulator 6 is set with upper and lower oil pressure thresholds. The ECU (Electronic Control Unit of the Drive System) controls the engagement or disengagement of the clutch 46 based on the oil pressure feedback from the accumulator 6. When the oil pressure of the accumulator 6 is higher than the upper threshold, the clutch 46 disengages, and the accumulator 6 independently supplies power to the steering mechanism 8 and the braking mechanism 9 to achieve steering and braking functions. When the oil pressure of the accumulator 6 is lower than the lower threshold, the clutch 46 engages, and the hydraulic oil pump 5 draws power from the transfer case 4 to supplement the pressure, supplying power to the steering mechanism 8 and the braking mechanism 9 to achieve steering and braking functions. When the oil pressure of the accumulator 6 is between the upper and lower thresholds, the clutch 46 maintains the previous action (i.e., if the previous action was the engagement of the clutch 46, it remains engaged and does not switch), avoiding frequent switching.

[0036] When clutch 46 is engaged, hydraulic pump 5 draws power from hydraulic pump take-off port 49 of transfer case 4, and distributes it to steering mechanism 8 via priority valve 7 to maintain stable oil pressure. The remainder is supplied to braking mechanism 9. If the oil pressure is insufficient, it is supplemented by accumulator 6. If there is excess energy in the system, it is stored in accumulator 6. When clutch 46 is disengaged, accumulator 6 acts as a power source to supply power to steering mechanism 8 and braking mechanism 9.

[0037] In this embodiment, as a preferred technical solution, a planetary gear transmission mechanism can be added between the hydraulic oil pump power take-off port 49 and the hydraulic oil pump 5 to support high / low gear switching to adapt to different load conditions.

[0038] In this embodiment, the drive system also includes a hand pump 10. The outlet of the hand pump 10 is connected to the oil circuit of the accumulator 6 through a one-way valve. When the drive motor 3 or the hydraulic oil pump 5 fails and the oil pressure of the accumulator 6 is insufficient, the driver can pressurize the accumulator 6 by cranking the hand pump 10 to complete the emergency escape.

[0039] In this embodiment, as a preferred technical solution, the hand pump 10 can integrate a speed-increasing gear set and a micro motor. When manually cranked, the motor can be triggered to assist in increasing the charging efficiency, so as to get out of trouble as soon as possible.

[0040] In this embodiment, the drive system also includes a reverse proportional brake valve group 11, which is connected in series to the oil inlet line of the brake mechanism 9; the reverse proportional brake valve group 11 is connected to the drive system electronic control unit; by setting the reverse proportional brake valve group 11, precise control of braking force can be achieved by adjusting the braking force in the opposite direction to the load / vehicle speed.

[0041] In this embodiment, the inverse proportional brake valve assembly 11 is connected to the brake pedal displacement sensor (located at the vehicle brake pedal to monitor the displacement of the brake pedal), the vehicle speed sensor (located at the vehicle wheel to monitor the vehicle speed), and the oil pressure sensor in the accumulator. The opening of the inverse proportional brake valve assembly 11 is adjusted according to the brake pedal displacement, vehicle speed, and accumulator oil pressure.

[0042] During normal braking, the ECU controls the accumulator 6 to prioritize pressure replenishment, while the hydraulic pump 5 provides auxiliary power. When recovering energy during braking, the ECU increases the opening of the inverse proportional brake valve group 11, reduces the proportion of mechanical braking force, and reduces the force feedback during braking transmitted to the hydraulic pump, so that the accumulator 6 can recover kinetic energy. During emergency braking, the inverse proportional brake valve group 11 is equipped with a bypass, eliminating the need for valve group adjustment, reducing failure points, facilitating emergency braking, and the accumulator 6 directly releases high-pressure oil to the braking mechanism.

[0043] The electric engineering machinery drive system provided by this utility model adopts a single motor drive, with the steering and braking hydraulic oil pumps drawing power from the transfer case, integrating walking, braking and steering functions in a compact layout; an accumulator is connected to the hydraulic oil pump output port to store excess energy of the system and braking feedback energy, and to smooth out peaks and valleys of the hydraulic oil pump output energy, stabilize its output oil pressure, and reduce energy consumption; the clutch engages or disengages according to the oil pressure of the accumulator, realizing a rapid response to the switching between hydraulic oil pump power supply and accumulator power supply; at the same time, a hand-cranked pump and a reverse proportional brake valve group are configured for emergency escape and precise braking, enhancing the reliability of the drive system.

[0044] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A drive system of an electrically powered working machine, characterized in that, It includes a front axle module (1), a rear axle module (2), a drive motor (3), a transfer case (4), a hydraulic pump (5), an accumulator (6), a priority valve (7), a steering mechanism (8), and a braking mechanism (9). The drive motor (3) is connected to the transfer case (4); the front axle module (1) and the rear axle module (2) are respectively connected to the transfer case (4); the hydraulic oil pump (5) is connected to the transfer case (4); the accumulator (6) is arranged in parallel at the output port of the hydraulic oil pump (5); the input end of the priority valve (7) is connected to the output pipeline of the accumulator (6) and the hydraulic oil pump (5); the steering mechanism (8) and the braking mechanism (9) are respectively connected to the output end of the priority valve (7) through oil circuits.

2. The drive system for electric engineering machinery according to claim 1, characterized in that, The transfer case (4) includes a driving force input structure, a driving force output structure and a power take-off structure; the drive motor (3) is connected to the driving force input structure; the driving force input structure is connected to the driving force output structure, and the driving force output structure is connected to the front axle module (1) and the rear axle module (2); the power take-off structure is connected to the driving force input structure through a clutch (46).

3. The drive system for electric engineering machinery according to claim 2, characterized in that, The driving force input structure includes an input shaft (41), the drive motor (3) is directly connected to the input shaft (41), and the input shaft (41) is connected to the clutch (46).

4. The drive system for electric engineering machinery according to claim 2, characterized in that, The driving force output structure includes an input gear (42), an output front flange (43), an output rear flange (44), and a travel output gear (45). The input gear (42) is connected to the input shaft (41), and the travel output gear (45) is meshed with the input gear (42). The output front flange (43) and the output rear flange (44) are connected by a connecting shaft, and the connecting shaft is connected to the travel output gear (45). The output front flange (43) is connected to the front axle module (1), and the output rear flange (44) is connected to the rear axle module (2).

5. The drive system for electric engineering machinery according to claim 2, characterized in that, The power take-off structure includes a power take-off input shaft, a power take-off input gear (47), a power take-off output gear (48), and a hydraulic oil pump power take-off port (49); the power take-off input shaft is connected to a clutch (46); the power take-off input gear (47) is connected to the power take-off input shaft; the power take-off output gear (48) is meshed with the power take-off input gear (47); the hydraulic oil pump power take-off port (49) is connected to the power take-off output gear (48); and the hydraulic oil pump (5) is connected to the hydraulic oil pump power take-off port (49).

6. The drive system for electric engineering machinery according to claim 2, characterized in that, The accumulator (6) is equipped with an oil pressure sensor, which is connected to the drive system electronic control unit.

7. The drive system for electric engineering machinery according to claim 6, characterized in that, The clutch (46) is connected to the drive system electronic control unit, which controls the clutch (46) to engage or disengage based on the oil pressure feedback from the accumulator (6).

8. The drive system for electric engineering machinery according to claim 1, characterized in that, The priority valve (7) prioritizes the distribution of stable oil pressure to the steering mechanism (8), and the excess oil is supplied to the braking mechanism (9).

9. A drive system for electric engineering machinery according to any one of claims 1-8, characterized in that, It also includes a hand pump (10), which is connected to the accumulator (6) for manually replenishing pressure when the drive motor (3) or hydraulic pump (5) fails and the oil pressure in the accumulator (6) is insufficient.

10. A drive system for electric engineering machinery according to any one of claims 1-8, characterized in that, It also includes a proportional brake valve assembly (11), which is connected in series to the oil inlet line of the brake mechanism (9); the proportional brake valve assembly (11) is connected to the drive system electronic control unit.

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