Integral type tank holding vehicle and electric drive system

Abstract

The utility model relates to a kind of overall type hug tank car and electric drive system, including battery system, electric drive assembly and electric control system on front frame and rear frame;Battery system includes large battery package frame and small battery package frame, and whole vehicle gravity center is balanced by center symmetry arrangement and adjustable counterweight module;Electric drive assembly is coaxially integrated by permanent magnet synchronous motor, gearbox and power takeoff, is connected with rear drive axle by transmission shaft, and power is provided for hydraulic pump;Electric control system includes four-in-one controller, for coordinating motor, steering system, braking system and cooling system;Cooling system sets up three-stage temperature control and adopts liquid cooling and air cooling combination, ensure that battery and key component temperature balance;The technical scheme is optimized arrangement and system integration, improve power matching efficiency, energy utilization and control stability, solve the technical problems that existing overall type hug tank car space is limited, power response is slow and heat management is insufficient, significantly improve vehicle operating performance and reliability.

Description

Technical Field

[0001] This utility model belongs to the field of metallurgical tank clamping vehicles, specifically relating to an integrated tank clamping vehicle and its electric drive system. Background Technology

[0002] Currently, metallurgical ladle-holding trucks, as key equipment for handling high-temperature metallurgical slag, must complete the handling, transportation, and unloading of slag pots under high temperature, heavy load, and complex working conditions. Traditional fuel-powered ladle-holding trucks rely on diesel engines and hydraulic transmission systems, which have high energy consumption, large emissions, strong noise, and frequent maintenance, making them difficult to meet the development trends of green metallurgy and intelligent manufacturing. Against this backdrop, new energy electric drive has become the inevitable direction for the development of ladle-holding trucks, but the engineering application of integrated electric ladle-holding trucks still faces significant bottlenecks.

[0003] First, there is a problem with power matching: the operation of the tanker truck requires frequent start-stop, low-speed heavy-load uphill climbing and high-intensity continuous operation, which requires the drive motor to have high power density, strong torque output and fast response. At the same time, the battery also needs to have long range and high discharge rate capability. However, the existing electric drive system is still difficult to fully meet these requirements in terms of power coupling and energy management.

[0004] Secondly, there is a contradiction of space constraints: the integrated tank truck has a compact body layout, and it needs to accommodate the battery pack, motor, gearbox, power take-off, hydraulic system and electronic control device in a limited space; existing technologies mostly adopt a split layout, which leads to redundant layout, low space utilization, and difficulty in balancing battery capacity and drive system performance, thus affecting range and stability.

[0005] Secondly, there is system coordination complexity: conflicts may easily occur between the electric drive system, electronic control equipment and mechanical structure in terms of spatial location, electromagnetic environment and thermal management; for example, insufficient heat transfer control between the battery, drive motor and hydraulic system can easily lead to overheating or efficiency reduction; electromagnetic interference and wiring complexity increase the instability of the control system; the lack of high integration between the power and braking systems affects the overall handling and safety of the vehicle.

[0006] In summary, existing technologies suffer from drawbacks such as high energy consumption, dispersed system layout, poor coordination, and insufficient reliability, which hinder the development of the electrification of integrated tank trucks. Utility Model Content

[0007] The purpose of this invention is to provide an efficient, compact, and highly adaptable electric drive system layout structure for an integrated tank-carrying vehicle, thereby improving power matching efficiency and enhancing system synergy, and ultimately improving the vehicle's power performance and stability.

[0008] An electric drive system for an integrated tank-carrying truck includes a battery system, an electric drive assembly, and an electronic control system mounted on a front frame and a rear frame; two longitudinal beams are provided under the front frame.

[0009] The battery system includes a large battery pack frame and a small battery pack frame. The large battery pack frame is located between the longitudinal beams, and the small battery pack frame is located on one side of the longitudinal beams. The small battery pack frame and the left cab are arranged opposite each other on both sides of the front frame to balance the center of gravity of the vehicle. This arrangement is designed to solve the problems of uneven center of gravity and space constraints in the integrated tank truck in a limited space. It adopts the means of central symmetry arrangement and counterweight module adjustment to overcome the defects of low space utilization and uneven load of the vehicle in the existing split layout, and achieves the technical effect of stable center of gravity and improved space utilization.

[0010] The electric drive assembly includes a motor, a gearbox, and a power take-off (PTO). The motor, gearbox, and PTO are coaxially integrated, arranged along the vehicle's centerline, and connected to the rear drive axle via a drive shaft. The PTO is used to transfer energy from the gearbox to the hydraulic pump. This configuration addresses the issues of insufficient power matching and low energy transfer efficiency during tank truck operations by integrating the motor and gearbox and using a linear drive structure. This overcomes the shortcomings of existing split-type transmissions, such as high energy loss and slow power response, achieving high power density, high energy transfer efficiency, and short response time.

[0011] The electronic control system includes a controller, which connects to the motor, steering system, braking system, and cooling system, and is used to control the motor, steering system, braking system, and cooling system.

[0012] The technical solution provided in this application also has the following technical features:

[0013] Preferably, in one embodiment of this application, the battery system includes at least two battery modules, each battery module is equipped with a liquid cooling module and a thermal balance management unit, and is divided into at least three independent cooling circuits, with the thermal balance management unit used for temperature control and regulation.

[0014] Preferably, in one embodiment of this application, the controller is a four-in-one integrated controller used for motor drive control, energy recovery management, hydraulic system control, and temperature control of the unit for thermal balance management.

[0015] Preferably, in one embodiment of this application, the motor is a permanent magnet synchronous motor, the gearbox is a multi-speed automatic mechanical gearbox, and the motor and gearbox are rigidly connected or integrated into a single housing.

[0016] Preferably, in one embodiment of this application, the large battery pack frame, the small battery pack frame, the motor, and the drive shaft form a through-type power channel, so that the projection of the vehicle's center of gravity is within ±50mm of the vehicle's wheelbase center.

[0017] Preferably, in one embodiment of this application, the cooling system includes a three-level temperature control module, which sets cooling thresholds at 45°C, 55°C and 85°C respectively, and is equipped with a liquid cooling module and an air cooling module for combined heat dissipation, for graded heat management; in order to solve the problem of insufficient heat management and efficiency reduction of tank trucks under high temperature and high load conditions, the method of combined liquid cooling and air cooling and multi-level temperature precision control is adopted to overcome the defects of rapid heat accumulation and overheating of key components in the prior art, and achieves the technical effects of stable system operation, high energy efficiency and extended service life.

[0018] Preferably, in one embodiment of this application, the battery module includes lithium iron phosphate cells, which are installed in the large battery pack frame and the small battery pack frame via quick-release mounting, and the battery module is modularly configured.

[0019] Preferably, in one embodiment of this application, the hydraulic oil tank is located on the side of the electric drive assembly and close to the hydraulic pump, in order to shorten the pipeline connection between the hydraulic oil tank and the hydraulic pump.

[0020] Preferably, in one embodiment of this application, the controller is equipped with a redundant control module, which is used to switch to the backup control module to ensure the safe operation of the vehicle when a single module fails. In order to solve the problem of insufficient system coordination and safety assurance of existing tank trucks, the method of centralized management and control of multiple systems + redundant logical backup is adopted to overcome the defects of complex communication and high failure risk between existing multiple control units, and achieve the technical effects of high system integration, high control accuracy and improved fault safety.

[0021] Preferably, in one embodiment of this application, the small battery pack frame is provided with an adjustable counterweight module to counteract the uneven center of gravity of the vehicle caused by the offset of the left side of the driver's cab.

[0022] Preferably, in one embodiment of this application, an integral tank-holding truck adopts the electric drive system of the aforementioned integral tank-holding truck, including a front frame, a rear frame, a working arm, a front anti-collision beam, a sun canopy, and a left-side cab. The rear frame is used to carry the slag tank, the working arm is used to fork up the slag tank, and the sun canopy is used to block hot slag splashing from the rear.

[0023] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

[0024] 1. This utility model arranges the large battery pack frame between the longitudinal beams and arranges the small battery pack frame symmetrically with the left cab on both sides of the front frame, thereby achieving a compact and balanced layout of the battery system. This effectively overcomes the defects of low space utilization and vehicle center of gravity shift in the prior art, thereby improving the stability and range of the whole vehicle.

[0025] 2. This utility model achieves integrated and efficient transmission of the drive system by coaxially integrating the motor, gearbox and power take-off, and connecting them to the rear drive axle through the transmission shaft. This overcomes the shortcomings of long power transmission paths and large energy losses in the prior art, and improves the vehicle's power performance and energy efficiency.

[0026] 3. This utility model establishes at least three independent cooling circuits by setting up a thermal balance management unit and a graded cooling system, and combines liquid cooling and air cooling methods to achieve zoned temperature control of the battery module, motor and hydraulic system. This effectively overcomes the overheating and efficiency reduction problems caused by insufficient thermal management in the prior art, thereby extending the system life and improving operational reliability.

[0027] 4. This utility model adopts a four-in-one integrated controller to realize the integrated management of motor drive control, energy recovery management, hydraulic system control and temperature control. It also sets up redundant control modules, which can be switched to standby when a single module fails. This overcomes the defects of the existing electronic control system being scattered and having poor anti-interference ability, and significantly improves the safety and intelligence level of vehicle operation. Attached Figure Description

[0028] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0029] Figure 1 This is a three-dimensional view of the main structure of an integral tank-carrying vehicle according to the present invention;

[0030] Figure 2 This is a layout diagram of the electric drive system of an integrated tank-carrying vehicle according to the present invention;

[0031] Components in the diagram:

[0032] 1. Front frame

[0033] 2. Rear frame

[0034] 3. Working arm

[0035] 4. Front bumper beam

[0036] 5. Longitudinal beams

[0037] 6. Sunshade

[0038] 7. Left-side driver's cab

[0039] 8. Large battery pack frame

[0040] 9. Small battery pack frame

[0041] 10. Cooling System

[0042] 11. Electric motor

[0043] 12. Transmission

[0044] 13. Power Take-Off

[0045] 14. Drive shaft

[0046] 15. Battery Module

[0047] 16. High-voltage junction box

[0048] 17. Heat balance management unit

[0049] 18. Steering System

[0050] 19. Hydraulic oil tank

[0051] 20. Braking system

[0052] 21. Low-voltage junction box

[0053] 22. Rear drive axle

[0054] 23. Controller. Detailed Implementation

[0055] The specific embodiments of this application will be further described in detail below with reference to the accompanying drawings. These embodiments are only for illustrating this application and are not intended to limit the scope of this utility model.

[0056] In the description of this utility model, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are 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. They 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 on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0057] In the description of this utility model, it should 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0058] Furthermore, in the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0059] like Figure 1-2 An electric drive system for an integrated tanker truck includes a battery system, an electric drive assembly, and an electronic control system mounted on a front frame 1 and a rear frame 2; two longitudinal beams 5 are provided under the front frame 1.

[0060] The battery system includes a large battery pack frame 8 and a small battery pack frame 9. The large battery pack frame 8 is located between the longitudinal beams 5, and the small battery pack frame 9 is located on one side of the longitudinal beams 5. The small battery pack frame 9 and the left cab 7 are arranged opposite each other on both sides of the front frame 1 to balance the center of gravity of the vehicle.

[0061] The electric drive assembly includes a motor 11, a gearbox 12, and a power take-off 13. The motor 11, gearbox 12, and power take-off 13 are coaxially integrated, arranged along the vehicle centerline, and connected to the rear drive axle 22 via a drive shaft 14. The power take-off 13 is used to transfer energy from the gearbox to the hydraulic pump.

[0062] The electronic control system includes a controller 23, which is connected to the motor 11, the steering system 18, the braking system 20, and the cooling system 10, and is used to control the motor 11, the steering system 18, the braking system 20, and the cooling system 10.

[0063] This application has the following technical features:

[0064] Battery system layout features: In order to solve the problems of uneven center of gravity and space constraints in the limited space of the integral battery pack truck, this solution adopts a centrally symmetrical structure with the large battery pack frame set between the longitudinal beams and the small battery pack frame set on one side of the longitudinal beams, opposite to the left cab. At the same time, it is equipped with an adjustable counterweight module, which realizes the compact layout and center of gravity balance of the battery system. It overcomes the defects of low space utilization and uneven load of the vehicle in the existing split layout, thereby achieving the technical effect of stable center of gravity of the vehicle and improved space utilization.

[0065] Features of the integrated electric drive system: In order to solve the problems of insufficient power matching and low energy transmission efficiency in the operation of tank trucks, this solution adopts a coaxial integrated design of motor, gearbox and power take-off, and is arranged in a straight line along the center line of the vehicle. It is connected to the rear drive axle through the drive shaft, realizing efficient linear transmission of the powertrain. It overcomes the defects of large energy loss and slow power response of the existing split transmission, thus achieving the technical effects of high power density, high energy transmission efficiency and short response time.

[0066] Features of the coordinated electronic control system: In order to solve the problems of decentralized electronic control system, slow response and insufficient thermal management of tank truck, this solution sets up a unified controller and connects it to the motor, steering system, braking system and cooling system respectively, so as to realize the integrated coordinated control of vehicle power, steering, braking and temperature control, improve the system response speed and coordination, and thus achieve the technical effects of stable vehicle operation, high safety and improved intelligence level.

[0067] When implementing this application, the key points are as follows:

[0068] The large battery pack frame 8 and the small battery pack frame 9 are connected to the controller 23 through the high-voltage junction box 16. At the same time, the liquid cooling module and the thermal balance management unit 17 ensure the temperature of the battery module 15 is balanced. Through the central symmetrical arrangement and the adjustment of the small battery pack counterweight module, the center of gravity of the vehicle is kept near the longitudinal axis, which improves the stability of the vehicle during starting, climbing and turning.

[0069] Powertrain drive and energy transfer: The controller 23 sends a drive signal to the motor 11 according to the driver's operation command. The motor 11 generates rotational power, which directly drives the gearbox 12 to operate, realizing multi-gear power output. At the same time, the power take-off 13 obtains mechanical energy from the gearbox 12 and drives the hydraulic pump to provide power to the working arm 3 and the hydraulic system, realizing the grabbing, lifting and unloading of the slag pot. The drive shaft 14 transmits the power output by the motor 11 to the rear drive axle 22 to drive the vehicle forward or backward.

[0070] Centralized management of the electronic control system: The controller 23 performs unified and coordinated control of the motor 11, steering system 18, braking system 20 and cooling system 10 to realize the linkage of vehicle power, steering, braking and temperature control; the system adjusts the power output and thermal management strategy according to the real-time load and ambient temperature to ensure the safe and stable operation of key components under high temperature and high load conditions;

[0071] Cooling and thermal management: When the motor 11 and battery module 15 are operating at high power, the cooling system 10 starts the staged heat dissipation of the combination of liquid cooling module and air cooling module. At the same time, the thermal balance management unit 17 regulates the temperature of each battery module to keep it within the design temperature range, ensuring continuous, stable and efficient power output.

[0072] The working principle or process of this application is as follows: When the slag container is being picked up, the driver operates the working arm 3 to fix the slag container, and then the motor 11 drives the gearbox 12 to output power to the drive shaft 14, which pushes the rear drive axle 22 to move the vehicle to the unloading position; the power take-off 13 transmits power to the hydraulic pump, so that the working arm 3 completes the tilting action; throughout the process, the controller 23 adjusts the coordinated work of the motor 11, the hydraulic system and the cooling system 10 in real time to ensure that the operation is completed smoothly, safely and efficiently.

[0073] Specifically, in one embodiment of this application, the battery system includes at least two battery modules 15. Each battery module 15 is equipped with a liquid cooling module and a thermal balance management unit 17, and is divided into at least three independent cooling circuits. The thermal balance management unit 17 is used for temperature control. The battery modules 15 form independent circuits with each other and with the liquid cooling module. The liquid cooling liquid is circulated to each cooling circuit through a pump to remove the heat generated during operation in real time. The thermal balance management unit 17 adjusts the flow rate and cooling power of each circuit according to the data collected by the battery temperature sensor to ensure that the temperature of the battery module 15 is maintained within the design range. At the same time, the adjustable counterweight module of the small battery pack frame 9 is used to fine-tune the longitudinal and lateral center of gravity of the vehicle. Combined with the central symmetrical arrangement, the center of gravity position of the vehicle is optimized, so that the vehicle remains stable during start-up, climbing and operation, avoiding power attenuation and unstable handling caused by uneven battery heat or unbalanced load. This achieves the technical effects of high range, continuous and stable power output and safe and reliable vehicle operation.

[0074] Specifically, in one embodiment of this application, the controller 23 is a four-in-one integrated controller used for drive control of the motor 11, energy recovery management, hydraulic system control, and temperature control of the thermal balance management unit 17. The controller 23 is equipped with a redundant control module, which is used to switch to the backup control module to ensure the safe operation of the vehicle when a single module fails. This overcomes the defects of the existing electronic control system being dispersed and having poor anti-interference ability, and significantly improves the safety and intelligence level of vehicle operation.

[0075] Specifically, in one embodiment of this application, the motor 11 is a permanent magnet synchronous motor, and the gearbox 12 is a multi-speed automatic mechanical gearbox. The motor 11 and the gearbox 12 are rigidly connected or integrated into a housing. After receiving the command from the controller 23, the motor 11 starts and outputs torque according to the set power. The gearbox 12 automatically switches gears according to the vehicle speed and load to achieve smooth power transmission. The drive shaft 14 transmits the power output from the gearbox 12 to the rear drive axle 22. At the same time, the power take-off unit 13 obtains power from the gearbox 12 to drive the hydraulic pump, providing hydraulic power to the working arm 3 and the hydraulic system. The entire powertrain forms a linear integrated power channel, minimizing energy loss, responding quickly, and achieving high power density, high energy utilization efficiency, and stable and reliable operating performance in tank truck operations.

[0076] Specifically, in one embodiment of this application, the large battery pack frame 8, the small battery pack frame 9, the motor 11, and the drive shaft 14 form a through-type power channel, so that the projection of the vehicle's center of gravity is within ±50mm of the vehicle's wheelbase center; effectively overcoming the problems of uneven center of gravity and unstable vehicle handling caused by the offset of the cab in the prior art, thereby improving the vehicle's driving smoothness and operational safety.

[0077] Specifically, in one embodiment of this application, the cooling system 10 includes a three-level temperature control module, which sets cooling thresholds at 45°C, 55°C, and 85°C respectively. It is equipped with a liquid cooling module and an air cooling module for combined heat dissipation, which is used for graded heat management. The liquid cooling module is responsible for directly cooling the battery module 15 and the motor 11, while the air cooling module assists in heat dissipating the controller 23 and other electronic devices, thereby realizing graded heat management in three stages: high, medium, and low. The battery module 15 includes lithium iron phosphate cells, which are installed in the large battery pack frame 8 and the small battery pack frame 9 through quick-release installation, and the battery module 15 is modular. The hydraulic oil tank 19 is located on the side of the electric drive assembly and close to the hydraulic pump. It is used to shorten the connection between the hydraulic oil tank 19 and the hydraulic pump pipeline. The close proximity to the hydraulic pump shortens the oil pipe diameter, reduces hydraulic energy loss, and improves the response speed of the hydraulic system, thereby achieving efficient coordination, stable operation, and safe and reliable operation performance of the vehicle power system and hydraulic system.

[0078] Specifically, in one embodiment of this application, the small battery pack frame 9 is provided with an adjustable counterweight module to counteract the uneven center of gravity of the vehicle caused by the offset of the left driver's cab 7.

[0079] Specifically, in one embodiment of this application, an integral tank-holding truck adopts the electric drive system of the aforementioned integral tank-holding truck, including a front frame 1, a rear frame 2, a working arm 3, a front anti-collision beam 4, a sun canopy 6, and a left-side cab 7. The rear frame 2 is used to carry the slag tank, the working arm 3 is used to fork up the slag tank, and the sun canopy 6 is used to block hot slag splashing from the rear.

[0080] Specifically, in one embodiment of this application, the current market technology for electrifying tanker trucks mainly targets articulated tanker trucks, while lacking a systematic layout scheme for an integrated electric drive system for tanker trucks.

[0081] The core of this invention is to optimize the space and transmission structure of the electric drive system through a strategy of "centerline symmetrical layout + forward coaxial power transmission + high integration".

[0082] Power battery system layout:

[0083] The power battery pack uses six lithium iron phosphate battery modules 15; such as Figure 1-2As shown, the battery pack frame includes a large battery pack frame 8 and a small battery pack frame 9. The large battery pack frame 8 contains five battery modules 15, and the small battery pack frame 9 contains one battery module 15, a thermal balance management unit 17, a high-voltage junction box 16, and a low-voltage junction box 21. To optimize axle load distribution, the large battery pack frame 8 is located in the middle of the front frame 1, between the two longitudinal beams 5, to ensure that the overall center of gravity of the front vehicle is centered. The small battery pack frame 9 is located on the right side of the front frame 1. Through calculation and fine-tuning of the installation position, it offsets the vehicle's center of gravity shift caused by the left cab 7, so that the vehicle's center of gravity can be stably positioned between the two longitudinal beams 5, ensuring the stability of the vehicle during operation.

[0084] Powertrain transmission structure:

[0085] The motor 11 is a permanent magnet synchronous drive model, and the gearbox 12 is a multi-speed AMT type. The transmission system adopts a linear integration, with the motor 11, gearbox 12, and power take-off 13 integrated into a single structure. The coaxial integrated distribution structure saves about 40% of space compared to a split layout. Using the centerline alignment principle, the battery module 15, motor 11, gearbox 12, and drive shaft 14 form a through-type power channel, so that the center of gravity projection of the whole vehicle is within ±50mm of the wheelbase center, which significantly improves handling stability. The rear end of the drive shaft 14 is connected to the rear drive axle 22. The hydraulic oil tank 19 is placed on the right side of the power system to reduce the length of the pipeline and improve the oil supply efficiency.

[0086] System integration optimization:

[0087] The system employs a four-in-one integrated control technology, integrating the functions of the steering system 18, braking system 20, cooling system 10, thermal balance management unit 17, and the power recovery system of motor 11 into a four-in-one controller 23, achieving centralized management and reducing system complexity. The battery module 15 uses liquid cooling and is cooled independently in three groups, with precise temperature control by the high-voltage junction box 16kW thermal management unit and thermal balance management unit 17, ensuring that the battery temperature remains stable at 25℃±2℃. For motor 11, the four-in-one controller 23 uses a three-stage temperature cooling system, divided into three stages of control: 45℃→55℃→85℃, with heat dissipation through the cooling fan of cooling system 10, ensuring that the temperature of key components is controllable.

[0088] The innovation of this application lies in: the optimized layout of the overall structure and power battery pack, the efficient matching of the drive system, and the application of integrated control technology;

[0089] Beneficial effects:

[0090] 1. Energy saving and environmental protection: Compared with fuel vehicles, each vehicle reduces carbon emissions by about 120 tons per year and reduces fuel costs by 250,000 yuan per year;

[0091] 2. Performance Improvement: Battery life ≥ 12 hours, power response delay < 0.3 seconds, meeting the power requirements under complex working conditions and improving work efficiency;

[0092] 3. Stable and reliable: The optimized electric drive system layout significantly improves vehicle handling stability, ensures stable operation in high temperature and high vibration environments, and significantly reduces the failure rate;

[0093] In summary, this utility model aims to solve the problems of insufficient power matching, limited space layout, and complex system coordination in existing integrated tank trucks under high temperature, heavy load, and complex working conditions. By adopting a centrally symmetrical battery system, an integrated powertrain consisting of a large battery pack frame and a small battery pack frame with an adjustable counterweight module, a permanent magnet synchronous motor and a multi-speed automatic mechanical transmission, a three-stage cooling system, and a four-in-one integrated controller, the vehicle's center of gravity is optimized, power is transmitted efficiently, thermal management is precise, and the control system is centralized, thereby improving the vehicle's power performance, range, handling stability, and operational safety.

[0094] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present utility model, and these improvements and substitutions should also be considered within the protection scope of the present utility model.

Claims

1. An electric drive system for an integrated tank-carrying vehicle, characterized in that, Includes a battery system, electric drive assembly and electronic control system mounted on the front frame (1) and rear frame (2); the longitudinal beams (5) under the front frame (1) are configured as two; The battery system includes a large battery pack frame (8) and a small battery pack frame (9). The large battery pack frame (8) is located between the longitudinal beams (5), and the small battery pack frame (9) is located on one side of the longitudinal beams (5). The small battery pack frame (9) and the left cab (7) are arranged opposite to each other on both sides of the front frame (1) to balance the center of gravity of the vehicle. The electric drive assembly includes a motor (11), a gearbox (12) and a power take-off (13). The motor (11), gearbox (12) and power take-off (13) are coaxially integrated, arranged along the vehicle centerline and connected to the rear drive axle (22) via a drive shaft (14). The power take-off (13) is used to transfer energy from the gearbox to the hydraulic pump. The electronic control system includes a controller (23), which is connected to the motor (11), steering system (18), braking system (20) and cooling system (10) for controlling the motor (11), steering system (18), braking system (20) and cooling system (10).

2. The electric drive system for an integrated tank-holding vehicle as described in claim 1, characterized in that, The battery system includes at least two battery modules (15), each battery module (15) is equipped with a liquid cooling module and a thermal balance management unit (17), and is divided into at least three independent cooling circuits. The thermal balance management unit (17) is used for temperature control.

3. The electric drive system for an integrated tank-carrying vehicle as described in claim 2, characterized in that, The controller (23) is a four-in-one integrated controller used for drive control of the motor (11), energy recovery management, hydraulic system control and thermal balance management, and temperature control of the unit (17).

4. The electric drive system for an integrated tank-carrying vehicle as described in claim 3, characterized in that, The motor (11) is a permanent magnet synchronous motor, and the gearbox (12) is a multi-speed automatic mechanical gearbox. The motor (11) and the gearbox (12) are connected by rigid connection or integrated into a housing.

5. The electric drive system for an integrated tank-holding vehicle as described in claim 2, characterized in that, The large battery pack frame (8), the small battery pack frame (9), the motor (11) and the drive shaft (14) form a through-type power channel, so that the projection of the vehicle's center of gravity is within ±50mm of the vehicle's wheelbase center.

6. The electric drive system for an integrated tank-holding vehicle as described in claim 3, characterized in that, The cooling system (10) includes a three-level temperature control module, which sets cooling thresholds at 45℃, 55℃ and 85℃ respectively, and is equipped with a liquid cooling module and an air cooling module for heat dissipation, for graded heat management.

7. The electric drive system for an integrated tank-holding vehicle as described in claim 1, characterized in that, The battery module (15) includes lithium iron phosphate cells, which are installed in the large battery pack frame (8) and the small battery pack frame (9) by quick-release, and the battery module (15) is modular.

8. The electric drive system for an integrated tank-holding vehicle as described in claim 1, characterized in that, The hydraulic oil tank (19) is located on the side of the electric drive assembly and close to the hydraulic pump, which is used to shorten the pipeline connection between the hydraulic oil tank (19) and the hydraulic pump; the controller (23) is equipped with a redundant control module, which is used to switch to the backup control module to ensure the safe operation of the vehicle when a single module fails.

9. The electric drive system for an integrated tank-holding vehicle as described in claim 7, characterized in that, The small battery pack frame (9) is equipped with an adjustable counterweight module to balance the uneven center of gravity of the vehicle caused by the offset of the left cab (7).

10. An integrated tank clamping vehicle, employing the electric drive system of the integrated tank clamping vehicle according to any one of claims 1-9, characterized in that, It includes a front frame (1), a rear frame (2), a working arm (3), a front anti-collision beam (4), a sunshade (6), and a left-side cab (7). The rear frame (2) is used to carry the slag container, the working arm (3) is used to lift the slag container, and the sunshade (6) is used to block hot slag splashing from behind.

Images