Industrial vehicle multi-integrated electric drive system

Abstract

The utility model discloses an industrial vehicle multi -in -one integrated electric drive system, including the casing (2), be equipped with walking unit, operation unit, first transmission part and second transmission part in casing (2), operation unit with first transmission part is connected, walking unit with second transmission part is connected, the motor controller (1) of casing (2) installation, operation device power takeoff (3), drive axle (4) and brake (5), the motor controller (1) with walking unit with operation unit electricity is connected, operation device power takeoff (3) with first transmission part is connected, brake (5) with second transmission part is connected. The utility model has the advantages of high degree of integration, can significantly reduce system volume, reduce weight and cost, promote transmission efficiency, simplify whole car layout.

Description

Technical Field

[0001] This utility model relates to a drive system, and more particularly to an integrated electric drive system for industrial vehicles, belonging to the field of industrial vehicle technology. Background Technology

[0002] Electric industrial vehicles (such as forklifts, stackers, and pallet trucks) are widely used in logistics, manufacturing, and other fields. Electric industrial vehicles generally consist of two power systems: a walking power system to propel the vehicle, and a working power system to drive the working devices (such as forklift forks) to meet operational requirements. Traditional electric industrial vehicle drive systems typically consist of independent components such as motors, controllers, reducers, and hydraulic pumps, with the two power systems arranged independently.

[0003] Traditional electric industrial vehicle drive systems suffer from the following problems: 1. Low system integration and high space occupancy: Existing electric drive systems mostly adopt a separate layout of "motor + controller + reducer," with independent components occupying a lot of assembly space, restricting vehicle layout and structural optimization. 2. Low efficiency: Existing systems occupy a lot of assembly space, forcing the placement of components in scattered spaces within the vehicle. Generally, the working system is located at the front, the controller at the rear, and the pump motor, battery, etc., in the middle. The numerous and long power connection cables and hydraulic oil pipes result in long transmission distances for current and pressure hydraulic oil, leading to significant energy loss. 3. High cost: The two power systems are independently arranged, requiring independent transmission components, cooling components, etc., resulting in numerous parts and high manufacturing costs. 4. Inability to implement electronic parking functions. Utility Model Content

[0004] The purpose of this invention is to provide an integrated electric drive system for industrial vehicles to solve the technical problems in the prior art. It has the advantages of high integration, which can significantly reduce system size, weight and cost, improve transmission efficiency and simplify the overall vehicle layout.

[0005] This utility model provides an integrated electric drive system for industrial vehicles, including a housing. The housing contains a walking unit, a working unit, a first transmission component, and a second transmission component. The working unit is connected to the first transmission component, and the walking unit is connected to the second transmission component. The housing is equipped with a motor controller, a power take-off unit for the working device, a drive axle, and a brake. The motor controller is electrically connected to the walking unit and the working unit. The power take-off unit for the working device is connected to the first transmission component, and the brake is connected to the second transmission component.

[0006] In the aforementioned integrated electric drive system for industrial vehicles, preferably, the housing includes a motor rear end cover, a motor housing, an intermediate housing, and an end housing. The motor rear end cover is mounted on the motor housing, the motor housing is mounted on one side of the intermediate housing, and the end housing is mounted on the other side of the intermediate housing. A drive axle connecting flange is formed at one end of the intermediate housing, and the drive axle is mounted on the drive axle connecting flange.

[0007] In the aforementioned integrated electric drive system for industrial vehicles, preferably, the motor housing has two motor stator chambers, the travel unit includes a travel motor shaft, a travel motor rotor, and a travel motor stator, the travel motor rotor is fixed on the travel motor shaft, and the travel motor stator is press-fitted into the motor stator chamber near the drive axle connecting flange.

[0008] In the aforementioned integrated electric drive system for industrial vehicles, preferably, the second transmission component includes a first drive gear, a first gear shaft, and a second gear shaft. The first drive gear is tapered and interference-fitted onto the shaft of the travel motor. Both the first and second gear shafts are rotatably mounted between the intermediate housing and the end housing. The first drive gear meshes with one gear on the first gear shaft, and the other gear on the first gear shaft meshes with one gear on the second gear shaft. A main reducer is provided inside the drive axle, and the main reducer meshes with another gear on the second gear shaft.

[0009] In the aforementioned integrated electric drive system for industrial vehicles, preferably, one end of the first gear shaft extends out of the end housing and is connected to the brake mounted on the end housing.

[0010] In the aforementioned integrated electric drive system for industrial vehicles, preferably, the working unit includes a working motor rotor, a working motor shaft, and a working motor stator. The working motor rotor is fixed on the working motor shaft, and the working motor stator is press-fitted into another motor stator chamber.

[0011] In the aforementioned integrated electric drive system for industrial vehicles, preferably, the first transmission component includes a second drive gear and a third gear shaft, the second drive gear is tapered and interference-connected to the shaft of the working motor, the third gear shaft is rotatably mounted between the intermediate housing and the end housing, and the second drive gear meshes with the gear on the third gear shaft.

[0012] In the aforementioned integrated electric drive system for industrial vehicles, preferably, one end of the third gear shaft extends out of the end housing and is connected to the power take-off of the working device mounted on the end housing.

[0013] In the aforementioned integrated electric drive system for industrial vehicles, preferably, the outer wall of the motor housing is provided with several heat dissipation fins, and several cooling channels are provided inside the motor housing around the two motor stator chambers. All the cooling channels are connected in series, and the rear end cover of the motor is provided with a coolant outlet pipe and a coolant inlet pipe.

[0014] Compared with existing technologies, this utility model effectively reduces system size, weight, and cost, improves transmission efficiency, and simplifies the overall vehicle layout by deeply integrating the walking unit, working unit, first transmission component, second transmission component, motor controller, power take-off unit of the working device, drive axle, and brake. Furthermore, it reduces power and hydraulic fluid transmission losses and power transmission energy losses, thereby improving overall drive efficiency.

[0015] By integrating the walking unit with the work order, multiple components such as heat dissipation, transmission, and connection can be shared, which can significantly reduce the material cost of the electric drive system, reduce the overall size and weight, and improve the level of vehicle integration development. Attached Figure Description

[0016] Figure 1 This is an isometric view of the overall structure of this utility model;

[0017] Figure 2 This is an exploded view of the casing of this utility model;

[0018] Figure 3 This is a cross-sectional view of the present invention;

[0019] Figure 4 This is an isometric view of the present invention from another angle;

[0020] Figure 5 This is an isometric view of the motor housing of this utility model;

[0021] Figure 6 This is an end view of one end of the motor housing of this utility model.

[0022] Explanation of reference numerals in the attached drawings: 1. Motor controller; 2. Housing; 21. Rear end cover of the motor; 22. Motor housing; 23. Intermediate housing; 24. End housing; 25. Drive axle connecting flange; 201. First bearing; 202. Working motor rotor; 203. Second bearing; 204. First sealing ring; 205. Working motor shaft; 206. Second drive gear; 207. First locking nut; 208. First retaining ring; 209. Bearing three; 210. Bearing four; 211. Third gear shaft; 213. Second sealing ring; 214. Working motor stator; 221. Fifth bearing; 222. Travel motor. 223. Rotor of travel motor; 224. Stator of travel motor; 225. Sixth bearing; 226. Third sealing ring; 227. First drive gear; 228. Second locking nut; 229. Seventh bearing; 230. Second retaining ring; 231. Bearing eight; 232. First gear shaft; 233. Fourth sealing ring; 234. Ninth bearing; 240. Second gear shaft; 251. Coolant outlet pipe; 252. Coolant inlet pipe; 253. Heat dissipation fins; 254. Cooling channel; 255. Connecting groove; 3. Power take-off of working device; 4. Drive axle; 41. Main reducer; 5. Brake. Detailed Implementation

[0023] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0024] Embodiments of this utility model: such as Figures 1-6 As shown, an integrated electric drive system for industrial vehicles includes a housing 2. The housing 2 contains a walking unit, a working unit, a first transmission component, and a second transmission component. The working unit is connected to the first transmission component, and the walking unit is connected to the second transmission component. The housing 2 is equipped with a motor controller 1, a power take-off unit 3 for the working device, a drive axle 4, and a brake 5. The motor controller 1 is electrically connected to the walking unit and the working unit. The power take-off unit 3 for the working device is connected to the first transmission component, and the brake 5 is connected to the second transmission component.

[0025] The motor controller 1 is used to control the working status of the walking unit and the working unit; the power take-off unit 3 of the working device is used to output power to the working device, steering, etc.; the drive axle 4 is used to drive the vehicle to move; the brake 5 is used to realize the electronic parking function, which can be electromagnetic parking release or hydraulic parking release.

[0026] By placing the walking unit, working unit, first transmission component and second transmission component inside the housing 2, and installing the motor controller 1, working device power take-off 3, drive axle 4 and brake 5 on the housing 2, the core components are highly integrated into one unit, making the system structure compact, saving a lot of parts and reducing costs.

[0027] This product can effectively save and reduce space occupation, making the vehicle layout and structure more reasonable. It can also reduce the length and number of power connection cables and hydraulic oil pipes, reduce energy loss, and improve overall drive efficiency.

[0028] Specifically, the housing 2 includes a motor rear end cover 21, a motor housing 22, an intermediate housing 23, and an end housing 24. The motor rear end cover 21 is mounted on the motor housing 22. The motor housing 22 is mounted on one side of the intermediate housing 23. The end housing 24 is mounted on the other side of the intermediate housing 23. A drive axle connecting flange 25 is formed at one end of the intermediate housing 23. The drive axle 4 is mounted on the drive axle connecting flange 25.

[0029] Two power strips are provided on the rear cover 21 of the motor. One power strip is electrically connected to the walking unit and the other power strip is electrically connected to the working unit. The motor controller 1 is electrically connected to the two power strips. The motor controller 1 is fixed to the outer wall of the motor housing 22 by bolts. The interface between the motor controller 1 and the two power strips is sealed by a sealing ring to achieve IP67 protection performance.

[0030] In this embodiment, the motor rear end cover 21 is located on the left side of the motor housing 22, and the intermediate housing 23 is located on the right side of the motor housing 22. The mating surfaces of the motor rear end cover 21 and the motor housing 22, as well as the mating surfaces of the motor housing 22 and the intermediate housing 23, are sealed with flat sealant. Then, bolts are used to fix the motor rear end cover 21, the motor housing 22, and the intermediate housing 23 together.

[0031] The end housing 24 is located on the right side of the intermediate housing 23. The mating surfaces of the end housing 24 and the intermediate housing 23 are sealed with a flat sealant, and the end housing 24 is fixed to the intermediate housing 23 with bolts.

[0032] The drive axle connecting flange 25 is located at the bottom of the intermediate housing 23. The mating surface between the drive axle connecting flange 25 and the drive axle 4 is sealed with sealant, and the drive axle 4 is fixedly connected to the drive axle connecting flange 25 with bolts to achieve an IP67 protection rating.

[0033] Furthermore, the motor housing 22 has two motor stator chambers. The traveling unit includes a traveling motor shaft 222, a traveling motor rotor 223, and a traveling motor stator 224. The traveling motor rotor 223 is fixed on the traveling motor shaft 222, and the traveling motor stator 224 is press-fitted into the motor stator chamber near the drive axle connecting flange 25.

[0034] The rotor 223 of the walking motor passes through the stator 224 of the walking motor. One end of the walking motor shaft 222 is rotatably connected to the rear end cover 21 of the motor through the fifth bearing 221. The other end of the walking motor shaft 222 is rotatably connected to the intermediate housing 23 through the sixth bearing 225. The walking motor shaft 222 and the intermediate housing 23 are sealed by the third sealing ring 226 to isolate the oil in the cavity formed by the intermediate housing 23 and the end housing 24, so as to prevent the oil from entering the walking motor unit.

[0035] The second transmission component includes a first drive gear 227, a first gear shaft 232, and a second gear shaft 240. The first drive gear 227 is tapered and interference-fitted onto the drive motor shaft 222 and is axially positioned and secured by a second locking nut 228. The drive motor shaft 222 serves as the input shaft of the first-stage gear. A seventh bearing 229 is added to the end of the end housing 24 as a radial support point. The seventh bearing 229 is axially limited by a second retaining ring 230.

[0036] Both the first gear shaft 232 and the second gear shaft 240 are rotatably mounted between the intermediate housing 23 and the end housing 24. The first drive gear 227 meshes with a gear on the first gear shaft 232. Both ends of the first gear shaft 232 are supported by bearings, which are respectively installed in the intermediate housing 23 and the end housing 24. Both ends of the first gear shaft 232 are rotatably connected to the intermediate housing 23 and the end housing 24 via the ninth bearing 234. The end of the first gear shaft 232 connected to the end housing 24 is sealed with a fourth sealing ring 233 to prevent oil leakage from the cavity formed by the intermediate housing 23 and the end housing 24. One end of the first gear shaft 232 extends out of the end housing 24 and connects to the brake 5 mounted on the end housing 24. The connection position between the brake 5 and the first gear shaft 232 can be designed as a spline, a flat key, or a slotted shaft, depending on the operating conditions.

[0037] Another gear on the first gear shaft 232 meshes with a gear on the second gear shaft 240. The drive axle 4 is equipped with a main reducer 41, which meshes with another gear on the second gear shaft 240. A differential is installed inside the main reducer 41, and the differential is splinedly connected to the left and right half-shafts of the wheels to achieve vehicle driving.

[0038] Furthermore, the working unit includes a working motor rotor 202, a working motor shaft 205, and a working motor stator 214. The working motor rotor 202 is fixed on the working motor shaft 205, and the working motor stator 214 is press-fitted into another motor stator chamber. The working motor rotor 202 passes through the working motor stator 214. One end of the working motor shaft 205 is rotatably connected to the rear end cover 21 of the motor via a first bearing 201, and the other end of the working motor shaft 205 is rotatably connected to the intermediate housing 23 via a second bearing 203. The working motor shaft 205 and the intermediate housing 23 are sealed by a first sealing ring 204 to isolate the oil in the cavity formed by the intermediate housing 23 and the end housing 24, thereby preventing oil from entering the working motor unit.

[0039] Furthermore, the first transmission component includes a second drive gear 206 and a third gear shaft 211. The second drive gear 206 is tapered and interference-connected to the working motor shaft 205 and is axially positioned and secured by a first locking nut 207. The working motor shaft 205 serves as the input shaft of the first stage gear. A third bearing 209 is added to the end of the end housing 24 as a radial support point. The third bearing 209 is axially limited by a first retaining ring 208.

[0040] The second drive gear 206 meshes with the gear on the third gear shaft 211. The third gear shaft 211 is rotatably mounted between the intermediate housing 23 and the end housing 24. Both ends of the third gear shaft 211 are rotatably connected to the intermediate housing 23 and the end housing 24 respectively through the fourth bearing 210. The third gear shaft 211 and the end housing 24 are sealed by a second sealing ring 213 to prevent oil leakage from the inner cavity formed by the intermediate housing 23 and the end housing 24.

[0041] One end of the third gear shaft 211 extends out of the end housing 24 and connects to the power take-off (PTO) 3 of the working device mounted on the end housing 24. The connection position between the PTO 3 and the third gear shaft 211 can be designed as a spline, flat key, or slotted shaft, depending on the operating conditions. The PTO 3 outputs power to the working device, enabling vehicle operation.

[0042] In a preferred embodiment, the outer wall of the motor housing 22 is provided with a plurality of heat dissipation fins 253, and a plurality of cooling channels 254 are provided inside the motor housing 22 around the two motor stator chambers. All the cooling channels 254 are connected in series. The rear end cover 21 of the motor is provided with a coolant outlet pipe 251 and a coolant inlet pipe 252, which are connected to the vehicle's liquid cooling circulation system.

[0043] Specifically, connecting grooves 255 are machined on both end faces of the motor housing 22, and the two cooling channels 254 are connected through the connecting grooves 255.

[0044] Cooling channel 254 is used to dissipate heat from the traveling unit and the working unit. During vehicle operation, the traveling unit and the working unit rarely operate at high power simultaneously. That is, when one motor generates a lot of heat, the other motor generates less heat. In series mode, the motor with less heat generation uses the heat dissipation fins on the outer wall as a radiator to increase the heat dissipation area and accelerate heat dissipation.

[0045] The working principle of this utility model is as follows: The system controller (VCU) analyzes the power demand based on human-machine interaction information (including brake pedal signal, accelerator pedal signal, gear switch, seat OPS signal, steering wheel angle signal, tilt valve opening signal, lifting valve opening signal and other attachment signals, etc.), BMS and other signals, and sends the control command to the motor controller 1 to realize the control of the output speed and torque of the walking unit and the working unit.

[0046] When the working motor shaft 205 rotates, the second drive gear 206 on the working motor 205 transmits power to the third gear shaft 211. When the third gear shaft 211 rotates, it drives the power take-off unit 3 of the working device to work, realizing vehicle operation and steering. The connection method between the power take-off unit 3 of the working device and the vehicle working device and steering system is existing technology and will not be described in detail here.

[0047] When the walking motor shaft 222 rotates, the first drive gear 227 on the walking motor shaft 222 transmits power to the first gear shaft 232, and the first gear shaft 232 then transmits power to the main reducer 41 through the second gear shaft 240. The main reducer 41 is equipped with a differential, which is connected to the left and right half shafts of the wheel via splines to realize the vehicle's walking drive.

[0048] The system controller controls the brake 5 by detecting the speed of the walking unit and human-machine interaction information. When the vehicle needs to brake, the controller controls the brake 5 to engage, locking the first gear shaft 232, thereby achieving vehicle braking. The brake 5 is existing technology, and its specific structure and working principle will not be described in detail here. The brake 5 can be an electromagnetic parking release or a hydraulic parking release brake to achieve electronic parking function.

[0049] The above description, based on the embodiments shown in the drawings, details the structure, features, and effects of this utility model. The above description is only a preferred embodiment of this utility model, but the scope of implementation of this utility model is not limited to what is shown in the drawings. Any changes made in accordance with the concept of this utility model, or modifications to equivalent embodiments, that do not exceed the spirit covered by the specification and drawings, shall be within the protection scope of this utility model.

Claims

1. An integrated electric drive system for industrial vehicles, comprising a housing (2), characterized in that: The housing (2) is provided with a walking unit, a working unit, a first transmission component and a second transmission component. The working unit is connected to the first transmission component, and the walking unit is connected to the second transmission component. The housing (2) is equipped with a motor controller (1), a power take-off device (3), a drive axle (4) and a brake (5). The motor controller (1) is electrically connected to the walking unit and the working unit. The power take-off device (3) is connected to the first transmission component, and the brake (5) is connected to the second transmission component.

2. The integrated electric drive system for industrial vehicles according to claim 1, characterized in that: The housing (2) includes a motor rear end cover (21), a motor housing (22), an intermediate housing (23), and an end housing (24). The motor rear end cover (21) is mounted on the motor housing (22). The motor housing (22) is mounted on one side of the intermediate housing (23). The end housing (24) is mounted on the other side of the intermediate housing (23). A drive axle connecting flange (25) is formed at one end of the intermediate housing (23). The drive axle (4) is mounted on the drive axle connecting flange (25).

3. The integrated electric drive system for industrial vehicles according to claim 2, characterized in that: The motor housing (22) has two motor stator chambers. The walking unit includes a walking motor shaft (222), a walking motor rotor (223), and a walking motor stator (224). The walking motor rotor (223) is fixed on the walking motor shaft (222), and the walking motor stator (224) is press-fitted into the motor stator chamber near the drive axle connecting flange (25).

4. The integrated electric drive system for industrial vehicles according to claim 3, characterized in that: The second transmission component includes a first drive gear (227), a first gear shaft (232), and a second gear shaft (240). The first drive gear (227) is tapered and interference-fitted onto the drive motor shaft (222). The first gear shaft (232) and the second gear shaft (240) are rotatably mounted between the intermediate housing (23) and the end housing (24). The first drive gear (227) meshes with one gear on the first gear shaft (232), and the other gear on the first gear shaft (232) meshes with one gear on the second gear shaft (240). The drive axle (4) is equipped with a main reducer (41), and the main reducer (41) meshes with another gear on the second gear shaft (240).

5. The integrated electric drive system for industrial vehicles according to claim 4, characterized in that: One end of the first gear shaft (232) extends out of the end housing (24) and is connected to the brake (5) mounted on the end housing (24).

6. The integrated electric drive system for industrial vehicles according to claim 3, characterized in that: The working unit includes a working motor rotor (202), a working motor shaft (205), and a working motor stator (214). The working motor rotor (202) is fixed on the working motor shaft (205), and the working motor stator (214) is press-fitted into another motor stator chamber.

7. The integrated electric drive system for industrial vehicles according to claim 6, characterized in that: The first transmission component includes a second drive gear (206) and a third gear shaft (211). The second drive gear (206) is tapered and interference-connected on the working motor shaft (205). The third gear shaft (211) is rotatably mounted between the intermediate housing (23) and the end housing (24). The second drive gear (206) meshes with the gear on the third gear shaft (211).

8. The integrated electric drive system for industrial vehicles according to claim 7, characterized in that: One end of the third gear shaft (211) extends out of the end housing (24) and is connected to the power take-off (3) of the working device mounted on the end housing (24).

9. The integrated electric drive system for industrial vehicles according to claim 8, characterized in that: The outer wall of the motor housing (22) is provided with several heat dissipation fins (253), and several cooling channels (254) are provided inside the motor housing (22) around the two motor stator chambers. All the cooling channels (254) are connected in series. The rear end cover (21) of the motor is provided with a coolant outlet pipe (251) and a coolant inlet pipe (252).

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