Drive system and vehicle

Abstract

The utility model relates to mining vehicle technical field, concretely puts forward a kind of drive system and vehicle, wherein, drive system includes battery, distribution box, first controller, first motor, second controller and second motor. Distribution box is connected with battery;First controller is connected with distribution box;First motor is connected with first controller, and first controller is used to control first motor work, to make first motor provide the driving force of vehicle travel;Second controller is connected with distribution box;Second motor is connected with second controller, and second controller is used to control second motor work, to make second motor drive the hydraulic assembly work of vehicle. The utility model will travel drive function through first controller control, hydraulic drive function is controlled through second controller, replaces traditional centralized variable flow cabinet structure, significantly simplifies system architecture, avoids the problem of bulky, weight is too heavy by complex integrated structure through structure decomposition, and drive system and vehicle are more easily maintained.

Description

Technical Field

[0001] This utility model relates to the field of mining vehicle technology, and more specifically, to a drive system and a vehicle. Background Technology

[0002] In related technologies, the drive system of large mining vehicles typically employs a centralized converter cabinet. This cabinet receives control commands from the entire vehicle, drives the traction motor to provide driving force for the vehicle, and supplies power to the auxiliary motors of the hydraulic system. This converter cabinet is a large, complex device integrating multiple power units and control units. It is bulky and heavy, which not only increases the difficulty of vehicle layout and load but also significantly increases vehicle maintenance costs.

[0003] Therefore, how to provide a drive system with a simpler structure, lighter weight, and easier maintenance has become one of the technical problems that urgently need to be solved in this field. Utility Model Content

[0004] To solve at least one of the aforementioned technical problems, the first objective of this utility model is to provide a drive system.

[0005] The second objective of this utility model is to provide a vehicle.

[0006] In view of the above, according to the first objective of this utility model, this utility model proposes a drive system, including a battery, a distribution box, a first controller, a first motor, a second controller, and a second motor. The distribution box is connected to the battery; the first controller is connected to the distribution box; the first motor is connected to the first controller, and the first controller is used to control the operation of the first motor so that the first motor provides driving force for vehicle movement; the second controller is connected to the distribution box; the second motor is connected to the second controller, and the second controller is used to control the operation of the second motor so that the second motor drives the hydraulic components of the vehicle.

[0007] The drive system proposed in this utility model includes a battery, a distribution box, a first controller, a first motor, a second controller, and a second motor. The battery serves as the power source for the drive system, storing and providing electrical energy. The distribution box is connected to the battery and receives and distributes electrical energy. The first controller is connected to the distribution box and controls the vehicle's driving functions. The first motor is connected to the first controller and serves as the vehicle's core traction power source. The second controller is connected to the distribution box and controls the related drives of the hydraulic components. The second motor is connected to the second controller and drives the hydraulic components.

[0008] During operation, the DC power output from the battery is first sent to the distribution box. After distribution, the power is split into two paths. One path sends power to the first controller, which controls the operation of the first motor according to the vehicle's driving needs, thereby providing driving force for the vehicle. The other path sends power to the second controller, which drives the second motor. The second motor drives the hydraulic components, thereby providing the necessary hydraulic power for vehicle steering, lifting, or other operating devices.

[0009] The drive system proposed in this invention achieves rational distribution of electrical energy through a distribution box and employs two independent controllers to handle different power demands. The first controller converts direct current into electrical energy suitable for driving the traction motor, achieving precise control of vehicle movement. The second controller is responsible for supplying power to the hydraulic components, generating hydraulic energy by controlling the second motor to drive the power elements within the hydraulic components.

[0010] This application controls the driving function through a first controller and the hydraulic drive function through a second controller, replacing the traditional centralized converter cabinet structure. This significantly simplifies the system architecture and avoids the problems of large size and excessive weight caused by complex integrated structures through functional decomposition. The distributed controller solution not only reduces manufacturing costs but also improves system reliability and maintenance convenience, while effectively improving the space utilization and lightweight level of the entire vehicle.

[0011] In some technical solutions of this utility model, optionally, the vehicle includes a first moving part located on one side and a second moving part located on the other side. The first motor includes a first sub-drive motor and a second sub-drive motor. The first sub-drive motor is connected to the first moving part to drive the first moving part; the second sub-drive motor is connected to the second moving part to drive the second moving part.

[0012] In some technical solutions of this utility model, optionally, the first controller includes a first control unit and a second control unit. The first control unit is connected to the power distribution box and the first sub-drive motor and is used to control the operation of the first sub-drive motor. The second control unit is connected to the power distribution box and the second sub-drive motor and is used to control the operation of the second sub-drive motor.

[0013] In some technical solutions of this utility model, optionally, the drive system further includes a third motor, a third controller, a fourth motor, and a fourth controller. The third motor is connected to the first moving part and is used to drive the first moving part together with the first sub-drive motor. The third controller is connected to the distribution box and the third motor and is used to control the operation of the third motor. The fourth motor is connected to the second moving part and is used to drive the second moving part together with the second sub-drive motor. The fourth controller is connected to the distribution box and the fourth motor and is used to control the operation of the fourth motor.

[0014] In some technical solutions of this utility model, optionally, the second controller is also used to connect to the first electrical component of the vehicle to provide working power, wherein the first electrical component includes at least one of an air conditioning control component, an on-board monitoring component, a communication equipment component, and a lighting component.

[0015] In some technical solutions of this utility model, optionally, the hydraulic components of the vehicle include a hydraulic pump, and the second controller includes a third control unit and a fourth control unit. The third control unit is connected to the distribution box and the second motor and is used to control the operation of the second motor, drive the hydraulic pump, and provide hydraulic power to one or more hydraulic actuators of the vehicle. The fourth control unit is connected to the distribution box and the first electrical component and is used to provide working power to the first electrical component.

[0016] Optionally, in some technical solutions of this utility model, the third control unit includes an inverter circuit for converting DC power from the distribution box into AC power to control the second motor; the fourth control unit includes a conversion circuit for converting high-voltage DC power from the distribution box into low-voltage DC power to supply power to the first electrical component.

[0017] Optionally, in some technical solutions of this utility model, the power distribution box includes: an input terminal connected to the battery; a first output terminal connected to the first controller; and a second output terminal connected to the second controller.

[0018] Optionally, in some technical solutions of this utility model, the drive system further includes: a first wiring harness, one end of which is connected to the battery, and the other end of which is connected to the distribution box, so that the distribution box is connected to the battery.

[0019] According to a second aspect of the present invention, a vehicle is provided, comprising a drive system as described in any of the above technical solutions.

[0020] The vehicle proposed in this utility model includes the drive system as described in any of the above technical solutions, and therefore has all the beneficial effects of the drive system in any of the above technical solutions, which will not be repeated here.

[0021] Additional aspects and advantages of this invention will become apparent in the description that follows, or may be learned by practice of this invention. Attached Figure Description

[0022] 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: Figure 1 A schematic diagram of the vehicle structure in an embodiment of this utility model is shown.

[0023] Figure label: 10 Vehicle, 110 Battery, 120 Distribution Box, 130 First Controller, 140 First Motor, 142 First Sub-Drive Motor, 144 Second Sub-Drive Motor, 150 Second Controller, 160 Second Motor, 170 Third Motor, 172 Third Sub-Drive Motor, 174 Fourth Sub-Drive Motor, 176 Third Controller, 180 Fourth Motor, 182 Fifth Sub-Drive Motor, 184 Sixth Sub-Drive Motor, 190 Fourth Controller, 192 First Wiring Harness, 194 Fifth Motor, 200 First Moving Part, 300 Second Moving Part, 400 First Electrical Equipment, 500 Second Electrical Equipment. Detailed Implementation

[0024] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0025] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0026] like Figure 1 As shown, in an embodiment of this utility model, a drive system is proposed, including a battery 110, a distribution box 120, a first controller 130, a first motor 140, a second controller 150, and a second motor 160. The distribution box 120 is connected to the battery 110; the first controller 130 is connected to the distribution box 120; the first motor 140 is connected to the first controller 130, and the first controller 130 is used to control the operation of the first motor 140 so that the first motor 140 provides driving force for the vehicle 10; the second controller 150 is connected to the distribution box 120; the second motor 160 is connected to the second controller 150, and the second controller 150 is used to control the operation of the second motor 160 so that the second motor 160 drives the hydraulic components of the vehicle 10.

[0027] In this embodiment, the drive system proposed by this utility model includes a battery 110, a distribution box 120, a first controller 130, a first motor 140, a second controller 150, and a second motor 160. The battery 110 serves as the power source of the drive system, storing and providing electrical energy. The distribution box 120 is connected to the battery 110 and receives and distributes electrical energy. The first controller 130 is connected to the distribution box 120 and controls the driving of the vehicle 10. The first motor 140 is connected to the first controller 130 and serves as the core traction power source for the vehicle 10. The second controller 150 is connected to the distribution box 120 and controls the related drives of the hydraulic components. The second motor 160 is connected to the second controller 150 and drives the hydraulic components to operate.

[0028] Specifically, battery 110 is electrically connected to distribution box 120, distribution box 120 is electrically connected to first controller 130, first controller 130 is electrically connected to first motor 140, and second controller 150 is electrically connected to second motor 160.

[0029] Specifically, the battery 110 is a high-voltage DC energy storage device that provides the vehicle 10 with the electrical energy required for driving and auxiliary system operation. It has high energy density and continuous high current discharge capability. As the sole power source of the entire drive system, it also provides the energy basis for the vehicle 10's driving and hydraulic system operation.

[0030] Specifically, battery 110 can be a power battery, such as a lithium-ion battery, nickel-metal hydride battery, or lithium iron phosphate battery, which are energy storage devices with high energy density and continuous discharge capability, providing stable electrical energy to vehicle 10 for extended periods. Battery 110 can also be a fuel cell, directly generating electrical energy through a hydrogen-oxygen electrochemical reaction. Battery 110 can also be a capacitor module, suitable for operating conditions requiring rapid, high-power charging and discharging, providing support for transient high currents. Furthermore, battery 110 can also employ a hybrid energy storage system, combining power batteries and capacitors to meet both energy density and power density requirements.

[0031] Specifically, the distribution box 120 is a high-voltage distribution box. The high-voltage distribution box is equipped with a main contactor, fuse and multiple power distribution branches. As the core unit for the distribution and management of high-voltage power in the vehicle, it is responsible for receiving the high-voltage DC power from the battery 110 and distributing it to high-voltage electrical equipment such as the first controller 130 and the second controller 150 according to the preset logic. It also has protection functions against electrical faults such as overcurrent and short circuit.

[0032] Specifically, the "high voltage" in high-voltage distribution box refers to its operating voltage range being higher than the voltage level of the vehicle's conventional low-voltage system. In the vehicle's electronic control system, this high voltage typically refers to a DC voltage of not less than 60V. In practical applications, the rated operating voltage of this high-voltage distribution box can be set to typical voltage platforms such as 400V or 800V according to the vehicle design requirements. Its internal components, insulation design, and safety protection must all meet the corresponding high-voltage electrical standards to safely and reliably complete the distribution and management of high-voltage power from the power battery.

[0033] Specifically, the first controller 130 is a motor controller. As the core control unit for the traction power of the vehicle 10, the motor controller receives the vehicle control commands and uses control technology to invert the DC power distributed by the high-voltage distribution box 120 into three-phase AC power with adjustable frequency and voltage, thereby precisely controlling the speed, torque and steering of the first motor 140 and realizing the dynamic adjustment and management of the driving force of the vehicle 10.

[0034] Specifically, the second controller 150 is an auxiliary motor controller. As an integrated control unit of the vehicle 10's auxiliary system, the auxiliary motor controller can convert high-voltage direct current into alternating current to drive the second motor 160 to work, thereby providing power to the hydraulic system.

[0035] Specifically, the first motor 140 is connected to the wheels or drive axle of the vehicle 10 through a transmission mechanism, serving as the traction power source of the vehicle 10, directly converting electrical energy into mechanical energy, and providing the core driving force for the vehicle 10 to move.

[0036] Specifically, the second motor 160 is connected to the hydraulic pump of the vehicle 10 via a coupling or drive belt, serving as the power source for the hydraulic system. By driving the hydraulic pump, it converts electrical energy into hydraulic energy, providing power to the vehicle 10's power steering system, work device lifting system, or other hydraulic actuators.

[0037] During operation, the DC power output from battery 110 is first sent to distribution box 120. After power distribution, the power is divided into two paths. One path is sent to the first controller 130, which controls the first motor 140 to operate according to the driving needs of vehicle 10, thereby providing driving force for vehicle 10. The other path is sent to the second controller 150, which drives the second motor 160 to operate. The second motor 160 drives the hydraulic components to operate, thereby providing the required hydraulic power for lifting or other working devices of vehicle 10.

[0038] The drive system proposed in this invention distributes electrical energy through a distribution box 120 and employs two independent controllers to handle different power demands. The first controller 130 converts direct current into electrical energy suitable for driving the traction motor, achieving precise control over the movement of the vehicle 10. The second controller 150 is specifically responsible for supplying power to the hydraulic components, generating hydraulic energy by controlling the second motor 160 to drive the power elements in the hydraulic components.

[0039] This invention controls the driving drive via a first controller 130 and the hydraulic drive function via a second controller 150, replacing the traditional centralized converter cabinet structure. This significantly simplifies the system architecture and avoids the problems of large size and excessive weight caused by complex integrated structures through functional decomposition. The use of distributed controllers not only reduces manufacturing costs but also improves system reliability and maintenance convenience, while effectively improving the space utilization and lightweight level of the entire vehicle.

[0040] In some embodiments of this utility model, optionally, the vehicle 10 includes a first moving part 200 located on one side and a second moving part 300 located on the other side. The first motor 140 includes a first sub-drive motor 142 and a second sub-drive motor 144. The first sub-drive motor 142 is connected to the first moving part 200 to drive the first moving part 200; the second sub-drive motor 144 is connected to the second moving part 300 to drive the second moving part 300.

[0041] In this embodiment, the vehicle 10 includes a first moving part 200 located on one side and a second moving part 300 located on the other side. The first motor 140 specifically includes a first sub-drive motor 142 and a second sub-drive motor 144, that is, the first motor 140 is essentially a motor assembly composed of two drive motors.

[0042] The first sub-drive motor 142 is connected to the first moving part 200, specifically, the first sub-drive motor 142 is driven by the first moving part 200. The first sub-drive motor 142 is used to drive the first moving part 200. The second sub-drive motor 144 is connected to the second moving part 300, specifically, the second sub-drive motor 144 is driven by the second moving part 300.

[0043] The first controller 130 controls the operation of the first sub-drive motor 142 and the second sub-drive motor 144. During operation, the first controller 130 receives vehicle control commands and can independently control the operation of the first sub-drive motor 142 and the second sub-drive motor 144. This invention adopts dual-side independent drive, effectively avoiding power loss caused by wheel slippage and significantly improving the vehicle 10's passability and operational stability in complex road conditions. Simultaneously, the modular drive unit design facilitates power matching according to the vehicle 10's load requirements, improving the system's scalability and economy. This dual-side independent drive architecture is suitable for heavy equipment requiring high traction and flexible steering, such as large mining vehicles 10 and engineering machinery.

[0044] Specifically, the first motion unit 200 and the second motion unit 300 may take the form of a wheel assembly. When a wheel assembly is used, each motion unit may include one or more wheels and their corresponding suspension mechanisms.

[0045] When a tracked assembly is used, each moving part includes a drive wheel, track rollers, tracks, and their corresponding tensioning mechanism.

[0046] In some embodiments of this utility model, optionally, the first controller 130 includes a first control unit and a second control unit. The first control unit is connected to the power distribution box 120 and the first sub-drive motor 142 and is used to control the operation of the first sub-drive motor 142. The second control unit is connected to the power distribution box 120 and the second sub-drive motor 144 and is used to control the operation of the second sub-drive motor 144.

[0047] In this embodiment, the first controller 130 physically integrates two independent control components: a first control unit and a second control unit. The first control unit is connected to the power distribution box 120 and the first sub-drive motor 142. Specifically, the power input terminal of the first control unit is connected to the power distribution box 120, and the power output terminal and control signal terminal are connected to the first sub-drive motor 142.

[0048] The second control unit is connected to the power distribution box 120 and the second sub-drive motor 144. Specifically, the power input terminal of the second control unit is also connected to the power distribution box 120, while its power output terminal and control signal terminal are connected to the second sub-drive motor 144. This invention achieves a high degree of integration of two control units within the same controller housing.

[0049] The first control unit controls the operation of the first sub-drive motor 142, and the second control unit controls the operation of the second sub-drive motor 144. During operation, the first and second control units, integrated within the first controller 130, can operate independently. They respectively receive instructions from the vehicle controller and control the first sub-drive motor 142 and the second sub-drive motor 144 in parallel.

[0050] In this embodiment, the present invention integrates two independent motor drive circuits and their control units into the housing of a single controller, realizing a distributed drive architecture of one controlling two. Each control unit has complete power conversion and control functions, capable of independently inverting DC power from the distribution box 120 into AC power, and using algorithms such as vector control to precisely control the speed and torque of its respective driven motor.

[0051] This application, through its all-in-one controller design, significantly reduces the overall system size, weight, and number of external wiring harness connections, thereby lowering manufacturing costs and installation complexity. Simultaneously, this highly integrated design simplifies the vehicle layout and increases power density. Because the two control units are independent of each other, the system's fault tolerance and reliability are also improved. This innovative architecture, which integrates multiple control units into a single controller to control multiple motors, is key to the simplification, compactness, and cost reduction achieved by this invention.

[0052] Specifically, the first control unit includes a first inverter unit, a first drive unit, a first control unit, and a first sampling unit. The first inverter unit, composed of power modules, converts high-voltage direct current into three-phase alternating current to drive the first sub-drive motor 142. The first drive unit, connected to the first inverter unit, generates drive signals to drive the power modules. The first control unit executes control algorithms and outputs control commands to the first drive unit. The first sampling protection unit monitors the motor phase current, voltage, and temperature parameters in real time to achieve overcurrent and overtemperature protection.

[0053] Specifically, the second control unit includes a second inverter unit, a second drive unit, a second control unit, and a second sampling unit. The second inverter unit is physically independent of the first inverter unit, also composed of power modules, and is used to independently drive the second sub-drive motor 144. The second drive unit is independent of the first drive unit and is dedicated to controlling the second inverter unit. The second control unit has independent computing capabilities and can autonomously handle the control tasks of the second sub-drive motor 144. The second sampling protection unit independently monitors the operating status of the second sub-drive motor 144.

[0054] This invention integrates two complete drive control systems into the same controller housing, sharing a heat dissipation substrate and a power management module, thereby achieving independent control functions while significantly improving system integration.

[0055] In some embodiments of this utility model, optionally, the drive system further includes a third motor 170, a third controller 176, a fourth motor 180, and a fourth controller 190. The third motor 170 is connected to the first moving part 200 and is used to drive the first moving part 200 together with the first sub-drive motor 142. The third controller 176 is connected to the power distribution box 120 and the third motor 170 and is used to control the operation of the third motor 170. The fourth motor 180 is connected to the second moving part 300 and is used to drive the second moving part 300 together with the second sub-drive motor 144. The fourth controller 190 is connected to the power distribution box 120 and the fourth motor 180 and is used to control the operation of the fourth motor 180.

[0056] In this embodiment, the drive system is a multi-motor cooperative drive architecture. Specifically, the drive system also includes a third motor 170, a third controller 176, a fourth motor 180, and a fourth controller 190.

[0057] The third motor 170 is connected to the first moving part 200. Specifically, the third motor 170 and the first moving part 200 are connected in a transmission manner, and the third motor 170 and the first sub-drive motor 142 together constitute the power source driving the first moving part 200. The third controller 176 is connected to the distribution box 120 and the third motor 170, and is used to control the operation of the third motor 170. Specifically, the input terminal of the third controller 176 is connected to the corresponding output terminal of the distribution box 120, and the output terminal is connected to the third motor 170, and is dedicated to controlling the operation of the third motor 170.

[0058] The fourth motor 180 is connected to the second motion unit 300. Specifically, the fourth motor 180 and the second motion unit 300 are connected by a transmission connection. The fourth motor 180 and the second sub-drive motor 144 together constitute the power source for driving the second motion unit 300. The input terminal of the fourth controller 190 is also connected to the distribution box 120, and the output terminal is connected to the fourth motor 180, independently controlling the operation of the fourth motor 180.

[0059] During operation, the first controller 130 and the third controller 176 can work simultaneously, driving the first sub-drive motor 142 and the third motor 170 respectively, and transmitting the combined power to the first motion unit 200. Similarly, the first controller 130 and the fourth controller 190 work together to drive the second sub-drive motor 144 and the fourth motor 180 to jointly provide power to the second motion unit 300. Each controller receives unified vehicle control commands and coordinates their distribution to ensure the synchronization and smoothness of the output torque of multiple motors.

[0060] The drive system proposed in this invention distributes the total power demand for driving a single moving part to multiple independent motors for joint operation. Each motor is precisely vector-controlled by a dedicated controller, ensuring that the speed and torque of the multiple motors remain highly consistent when working together. The distribution box 120 acts as an energy hub, rationally distributing the power from the battery 110 to different controllers, which then drive their respective motors. Finally, the output torques of the multiple motors are coupled together through a mechanical transmission mechanism and applied to the same moving part.

[0061] By driving the same moving part with multiple motors in parallel, this invention achieves modular expansion of drive power, flexibly meeting the power requirements of vehicles 10 of different tonnages, and significantly improving the system's scalability and application range. Secondly, the multi-motor drive architecture provides natural power redundancy backup; even if a single motor or its controller fails, the remaining motors can still maintain the basic driving capability of the vehicle 10, greatly enhancing the system's reliability and fault tolerance. Finally, replacing a single high-power motor with a combination of multiple smaller-power motors helps reduce the requirements for the peak power and torque of a single motor, allowing for the selection of lower-cost, more compact motor products, and also improving the overall system efficiency and service life.

[0062] Specifically, the third motor 170 includes a third sub-drive motor 172 and a fourth sub-drive motor 174. The third sub-drive motor 172 is connected to the first motion unit 200 to drive the first motion unit 200, and the fourth sub-drive motor 174 is also connected to the first motion unit to drive the first motion unit 200.

[0063] The fourth motor 180 includes a fifth sub-drive motor 182 and a sixth sub-drive motor 184. The fifth sub-drive motor 182 is connected to the first motion unit 200 to drive the second motion unit 300; the sixth sub-drive motor 184 is connected to the second motion unit 300 to drive the second motion unit 300.

[0064] This application is a drive system that achieves drive by six motors, wherein three motors, namely the first sub-drive motor 142, the third sub-drive motor 172 and the fourth sub-drive motor 174, are located on the side close to the first moving part 200, and the other three motors, namely the second sub-drive motor 144, the fifth sub-drive motor 182 and the sixth sub-drive motor 184, are located on the side close to the second moving part 300.

[0065] Specifically, the third controller 176 includes a fifth control unit and a sixth control unit. The fifth control unit is connected to the power distribution box 120 and the third sub-drive motor 172 and is used to control the operation of the third sub-drive motor 172. The sixth control unit is connected to the power distribution box 120 and the fourth sub-drive motor 174 and is used to control the operation of the fourth sub-drive motor 174.

[0066] In some embodiments of the present invention, optionally, the second controller 150 is also used to connect to the first electrical device 400 of the vehicle 10 to provide operating power, wherein the first electrical device 400 includes at least one of an air conditioning control component, an in-vehicle monitoring component, a communication equipment component, and a lighting component.

[0067] In this embodiment, in addition to connecting and controlling the second motor 160, the second controller 150's power output terminal is also connected to a plurality of first electrical devices 400 of the vehicle 10 to provide them with operating power. These first electrical devices 400 include, but are not limited to, air conditioning control components, vehicle monitoring components, communication equipment components, lighting components, and vehicle control components.

[0068] Specifically, the lighting components include headlights, work lights, etc., which are provided with a stable lighting power supply by the second controller 150. The vehicle control components include various control modules of the entire vehicle, which rely on the power supply provided by the second controller 150 to operate.

[0069] During operation, after the drive system is powered on and started, the second controller 150 prepares to drive the second motor 160, and its internal power conversion module begins to work. It continuously draws high-voltage DC power from the distribution box 120, converts one path to supply the second motor 160, and outputs a stable low-voltage DC power through the other path. This low-voltage power is simultaneously or as needed distributed to the primary electrical equipment 400, such as the lighting system and the vehicle control unit, ensuring stable and reliable operation of lighting and core control functions during driving and operation.

[0070] In this embodiment, the present invention integrates two types of functional modules within the second controller 150. One type of module performs DC-AC conversion to drive the second motor 160. The other type of module performs high-voltage-to-low-voltage DC conversion. By integrating these two types of functional circuits within the same controller housing, sharing the input power supply, heat dissipation substrate, and control circuitry, a single physical device can simultaneously perform the functions of driving the auxiliary motor and supplying power to the low-voltage power system. After the electrical energy is distributed to the second controller 150 via the distribution box 120, functional distribution and form conversion are achieved within the controller.

[0071] This invention replaces the two physical devices of the independent auxiliary motor inverter and the independent converter in the traditional solution by using the second controller 150, which is an all-in-one controller. This not only significantly reduces the total size, weight and number of external wiring harnesses of the system, reducing manufacturing costs and installation complexity, but also improves the overall reliability of the system by reducing the number of connection nodes.

[0072] For example, the connection relationship between the second controller 150 and the first electrical device 400 is as follows: The second controller 150 has an independent power output terminal for the lighting components, which is connected to the vehicle 10 lighting control module or directly to the front and rear lighting groups via a low-voltage wiring harness. For high-power work lights, the second controller 150 also provides an additional power output port, which is controlled by a relay.

[0073] When connected to the vehicle control components for power supply, the low-voltage output of the second controller 150 is connected to the power module input interface of the vehicle control components via a shielded cable. In specific implementation, the stable low-voltage DC power output by the second controller 150 first enters the vehicle 10 power distribution box, and after filtering, is distributed to each control unit through the power lines of the bus network.

[0074] When power is supplied to the air conditioning control components, the second controller 150 is connected to the air conditioning compressor electronic control valve and the fan speed control module.

[0075] The second controller 150 can also provide a stable power supply for sensing devices such as cameras and radar, and power the wireless communication module and GPS positioning module.

[0076] The integrated power supply design of this utility model, through a unified power management strategy, not only ensures the power quality of each primary electrical device 400, but also significantly simplifies the overall vehicle wiring harness layout.

[0077] In some embodiments of this utility model, optionally, the hydraulic components of the vehicle 10 include a hydraulic pump, and the second controller 150 includes a third control unit and a fourth control unit. The third control unit is connected to the distribution box 120 and the second motor 160, and is used to control the operation of the second motor 160, drive the hydraulic pump, and provide hydraulic power to one or more hydraulic actuators of the vehicle 10. The fourth control unit is connected to the distribution box 120 and the first electrical equipment 400, and is used to provide working power to the first electrical equipment 400.

[0078] In this embodiment, the hydraulic assembly of vehicle 10 includes a hydraulic pump and a hydraulic actuator connected thereto. The second controller 150 structurally integrates a functionally independent third control unit and a fourth control unit. The third control unit is connected to the distribution box 120 and the second motor 160; specifically, the power input terminal of the third control unit is connected to the distribution box 120, and its power output terminal and control signal terminal are connected to the second motor 160. The fourth control unit is connected to the distribution box 120 and the first electrical device 400; specifically, the power input terminal of the fourth control unit is connected to the distribution box 120, and its power output terminal is connected to the first electrical device 400.

[0079] During operation, when the system starts, the electrical energy allocated by the distribution box 120 is simultaneously input to the third and fourth control units of the second controller 150. The third control unit receives control commands from the vehicle 10 in real time and precisely controls the speed and torque of the second motor 160 by adjusting the electrical parameters output to it, thereby driving the hydraulic pump to generate the required hydraulic power, which is ultimately transmitted to the lifting cylinder, power steering cylinder, and other actuators. At the same time, the fourth control unit continuously converts the input high-voltage DC power into stable low-voltage DC power to provide operating power to each of the first electrical devices 400, ensuring the normal operation of the vehicle 10's lighting and control functions.

[0080] This invention significantly reduces the number of system components, installation space, and wiring harnesses by highly integrating motor drive and low-voltage power supply functions into a single controller.

[0081] In some embodiments of this utility model, optionally, the drive system further includes a fifth motor 194, which has the same structure as the second motor 160 and is also used to drive the hydraulic system of the vehicle 10. A fourth controller 190 is also connected to the fifth motor 194 and is used to control the operation of the fifth motor 194 so that the second motor 160 drives the hydraulic system of the vehicle 10. Specifically, the fourth controller 190 includes a seventh control unit, an eighth control unit, a ninth control unit, and a tenth control unit. The seventh control unit is connected to the distribution box 120 and the fifth drive sub-motor. The eighth control unit is connected to the distribution box 120 and the sixth drive sub-motor. The ninth control unit is connected to the distribution box 120 and the fifth motor 194. The tenth control unit is connected to the distribution box 120 and the second electrical equipment 500 of the vehicle 10.

[0082] In this embodiment, the fourth motor 180 includes a fifth sub-drive motor 182 and a sixth sub-drive motor 184. The fifth sub-drive motor 182 is connected to the second motion unit 300, and the sixth sub-drive motor 184 is connected to the second motion unit 300, enhancing the basic driving force of the vehicle 10. Furthermore, the drive system also includes a fifth motor 194, which functions identically to the second motor 160, serving as an auxiliary power source for the hydraulic system to drive its operation. To achieve unified control of these actuators, this invention provides a highly integrated fourth controller 190, which internally includes a seventh control unit, an eighth control unit, a ninth control unit, and a tenth control unit. The seventh control unit connects the distribution box 120 and the fifth sub-drive motor 182; the eighth control unit connects the distribution box 120 and the sixth sub-drive motor 184; the ninth control unit connects the distribution box 120 and the fifth motor 194; and the tenth control unit connects the distribution box 120 and the second electrical equipment 500 of the vehicle 10.

[0083] During operation, this four-in-one controller acts as the core coordination unit, synchronously managing multiple power outputs. When vehicle 10 requires high torque output, the seventh and eighth control units work in parallel, driving the fifth sub-drive control motor 182 and the sixth sub-drive motor 184 to provide auxiliary traction. When the hydraulic system requires high flow, the ninth control unit starts the fifth motor 194, which works in conjunction with the second motor 160 to drive the hydraulic pump. The tenth control unit continuously supplies power to lighting and other electrical equipment. All control units intelligently allocate power according to the overall vehicle operating conditions, achieving optimal energy efficiency.

[0084] Specifically, the four control units share the same heat dissipation board, connectors, and internal power supply in terms of hardware, and adopt a unified architecture but operate independently in terms of software, forming a control mode that is physically integrated but functionally independent.

[0085] In some embodiments of this utility model, optionally, the third control unit includes an inverter circuit for converting DC power from the distribution box 120 into AC power to control the second motor 160; the fourth control unit includes a conversion circuit for converting high-voltage DC power from the distribution box 120 into low-voltage DC power to supply power to the first electrical equipment 400.

[0086] In this embodiment, the third control unit inside the second controller 150 mainly includes an inverter circuit composed of power devices. The inverter circuit is connected to the distribution box 120 and the second motor 160. Specifically, the DC input terminal of the inverter circuit is connected to the distribution box 120, and the AC output terminal is connected to the second motor 160 via a three-phase cable. The inverter circuit is used to convert the DC power from the distribution box 120 into AC power to control the second motor 160.

[0087] The fourth control unit includes a conversion circuit, which is connected to the distribution box 120 and the first electrical equipment 400. Specifically, the high-voltage input terminal of the fourth controller 190 is connected to the distribution box 120, and the low-voltage output terminal is connected to the power interface of each of the first electrical equipment 400 through a power harness.

[0088] During operation, after the distribution box 120 supplies high-voltage DC power to the second controller 150, the electrical energy is synchronously distributed to the two control units. The inverter circuit of the third control unit, according to control commands, adjusts the switching frequency of the power devices to convert the DC power into frequency- and voltage-adjustable three-phase AC power, driving the second motor 160 to operate at a set speed. Simultaneously, the conversion circuit of the fourth control unit stably converts the input high-voltage DC power into 12V / 24V low-voltage DC power, continuously supplying power to the first electrical equipment 400, including the lighting system controller and the vehicle control unit.

[0089] In this embodiment, the third control unit converts DC to AC power via an inverter circuit and employs a vector control algorithm to ensure precise torque control of the second motor 160. The fourth control unit converts voltage levels via a conversion circuit and uses closed-loop feedback control to ensure output voltage stability. The two circuit modules are designed with a layered layout within the controller, sharing a control power supply and heat sink, but maintaining electrical isolation and independent control. This invention significantly reduces the need for external wiring harness connections and separate housings by integrating two different types of power electronic circuits into a single controller housing. The modular circuit layout facilitates standardized production, reducing production costs and improving system reliability and maintenance convenience.

[0090] In some embodiments of this utility model, optionally, the power distribution box 120 includes: an input terminal connected to the battery 110; a first output terminal connected to the first controller 130; and a second output terminal connected to the second controller 150.

[0091] In this embodiment, the power distribution box 120, as the core component for the distribution of vehicle power, includes three key electrical interfaces: an input terminal, a first output terminal, and a second output terminal.

[0092] The input terminal is connected to the battery 110, specifically, to the positive and negative terminals of the battery 110. During operation, the electrical energy stored in the battery 110 enters the distribution box 120 through the input terminal. The main contactor inside the distribution box 120 first engages, and then the electrical energy is divided into two independent branches: one branch is sent to the first controller 130 through the first output terminal to provide energy for driving the first motor 140; the other branch is sent to the second controller 150 through the second output terminal to provide energy for driving the second motor 160 and supplying power to low-voltage electrical equipment.

[0093] Throughout the process, the protective components inside the distribution box 120 monitor the electrical parameters of each branch in real time to ensure the safe operation of the system. Specifically, the distribution box 120 is equipped with necessary electrical protection components such as main contactors, fuses, and current detection modules.

[0094] This utility model replaces the traditional decentralized wiring method with a centralized power distribution structure, which significantly simplifies the layout of the vehicle's high-voltage wiring harness, reduces connection nodes, and improves system reliability. The modular power distribution design makes system expansion more convenient, and output branches can be flexibly added or reduced according to the needs of different vehicle models.

[0095] In some embodiments of this utility model, the drive system may optionally include: a first wiring harness 192, one end of which is connected to the battery 110, and the other end of which is connected to the distribution box 120, so that the distribution box 120 is connected to the battery 110.

[0096] In this embodiment, the drive system further includes a first wiring harness 192 for electrical connection. One end of the first wiring harness 192 is connected to the battery 110, and the other end is connected to the distribution box 120. Specifically, one end of the first wiring harness 192 is reliably connected to the output terminal of the battery 110 via a dedicated connector, and the other end is also firmly connected to the input terminal of the distribution box 120 via a high-voltage connector. Through the physical connection of the first wiring harness 192, a high-voltage power transmission channel is established between the battery 110 and the distribution box 120.

[0097] During operation, when battery 110 begins to output high-voltage DC power, electrical energy is transmitted from battery 110 to the input terminal of distribution box 120 through first wiring harness 192. First wiring harness 192 not only performs power transmission, but its built-in shielding layer also effectively suppresses electromagnetic interference, ensuring the stability of power transmission.

[0098] Specifically, in addition to the first wiring harness 192, the drive system proposed in this utility model also includes a variety of other dedicated wiring harnesses, such as a second wiring harness connecting the distribution box 120 and the first controller 130, a third wiring harness connecting the distribution box 120 and the second controller 150, a motor power wiring harness connecting the first controller 130 and the first motor 140, an auxiliary power wiring harness connecting the second controller 150 and the second motor 160, and a signal wiring harness for communication between the controllers.

[0099] This complete wiring harness system design ensures both high efficiency in power transmission and reliability of control signals, forming the connection framework of the entire vehicle's electrical system. Specifically, all wiring harnesses can be distinguished by color or labeling, thereby improving system maintainability.

[0100] In some embodiments of this utility model, the drive system integrates core components such as a power battery 110, a high-voltage distribution box 120, a first controller 130, a first motor 140, a second controller 150, and a second motor 160, and can achieve more complex drive requirements through multiple power units such as a third motor 170, a third controller 176, a fourth motor 180, and a fourth controller 190.

[0101] The high-voltage distribution box 120 serves as the power distribution center, connected to the power battery 110. It is connected to the first controller 130 via its first output terminal to control the first motor 140, providing driving force for the vehicle 10. It is also connected to the second controller 150 via its second output terminal to control the second motor 160, which drives the hydraulic pump to provide power to the hydraulic actuators. The second controller 150 further integrates a third control unit, including an inverter circuit to drive the second motor 160, and a fourth control unit, including a conversion circuit to power the first electrical equipment 400, such as lighting. The first controller 130 may include a first control unit and a second control unit to independently control the first sub-drive motor 142 and the second sub-drive motor 144, achieving independent dual-side drive. The drive system may also include a four-in-one controller to synchronously manage multiple travel motors and hydraulic motors.

[0102] This invention integrates drive, hydraulic and power supply functions through a distributed controller architecture, completely replacing the traditional centralized converter cabinet. This results in a significant reduction in system size and weight, a substantial decrease in manufacturing costs, and a comprehensive improvement in reliability, maintainability and energy efficiency.

[0103] In some embodiments of the present invention, a vehicle 10 is provided, which includes a drive system as described in any of the above embodiments.

[0104] In this embodiment, the vehicle 10 proposed by the present invention includes the drive system as described in any of the above embodiments, and therefore has all the beneficial effects of the drive system described in any of the above embodiments.

[0105] Specifically, the vehicle 10 proposed in this utility model can be a heavy engineering vehicle 10 such as a mining dump truck, a concrete mixer truck, a forklift truck, an articulated truck, or a large tractor.

[0106] For example, the mining dump truck utilizes the drive system of this invention, using a first motor 140 to drive the vehicle 10 through complex road conditions in the mining area, while a hydraulic system driven by a second motor 160 enables the lifting and tilting of the cargo box for self-unloading. The concrete mixer truck is powered by the first motor 140, while the second motor 160 specifically drives the hydraulic system to rotate the mixing drum at a constant speed, ensuring that the concrete does not solidify during transportation. The forklift truck is driven by the first motor 140, while the hydraulic system driven by the second motor 160 provides power for mast lifting and fork tilting, enabling loading, unloading, and stacking operations. The large tractor unit provides enormous traction through the coordinated drive of multiple motors, while the hydraulic system driven by the second motor 160 provides control power for trailer braking and the lifting axle.

[0107] Specifically, in this embodiment, the vehicle 10 proposed by this utility model includes the drive system in the above embodiment. Through a highly integrated and distributed control electronic control system architecture, the traditional converter cabinet is completely eliminated, the overall vehicle layout is significantly optimized, and the comprehensive technical effects of greatly reducing the size and weight of the drive system, reducing costs, optimizing energy consumption and improving reliability are achieved in heavy engineering vehicles 10 such as mining dump trucks and concrete mixer trucks.

[0108] In this utility model, the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; "linking" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0109] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0110] 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, characterized in that, For a vehicle (10), the drive system includes: Battery (110); A distribution box (120) is connected to the battery (110); A first controller (130) is connected to the distribution box (120); The first motor (140) is connected to the first controller (130), which controls the first motor (140) to work so that the first motor (140) provides driving force for the vehicle (10) to move. The second controller (150) is connected to the distribution box (120); The second motor (160) is connected to the second controller (150), which controls the second motor (160) to operate so that the second motor (160) drives the hydraulic system of the vehicle (10).

2. The drive system according to claim 1, characterized in that, The vehicle (10) includes a first moving part (200) located on one side and a second moving part (300) located on the other side, and the first motor (140) includes: The first sub-drive motor (142) is connected to the first motion unit (200) to drive the first motion unit (200). The second sub-drive motor (144) is connected to the second motion unit (300) to drive the second motion unit (300).

3. The drive system according to claim 2, characterized in that, The first controller (130) includes: The first control unit is connected to the power distribution box (120) and the first sub-drive motor (142) and is used to control the operation of the first sub-drive motor (142); The second control unit is connected to the power distribution box (120) and the second sub-drive motor (144) and is used to control the operation of the second sub-drive motor (144).

4. The drive system according to claim 2, characterized in that, The drive system also includes: The third motor (170) is connected to the first moving part (200) and is used to drive the first moving part (200) together with the first sub-drive motor (142). The third controller (176) is connected to the power distribution box (120) and the third motor (170) and is used to control the operation of the third motor (170); The fourth motor (180) is connected to the second motion unit (300) and is used to drive the second motion unit (300) together with the second sub-drive motor (144). The fourth controller (190) is connected to the power distribution box (120) and the fourth motor (180) and is used to control the operation of the fourth motor (180).

5. The drive system according to claim 1, characterized in that, The second controller (150) is also used to connect to a first electrical device (400) of the vehicle (10) to provide operating power, wherein the first electrical device (400) includes at least one of an air conditioning control component, an on-board monitoring component, a communication equipment component, and a lighting component.

6. The drive system according to claim 5, characterized in that, The hydraulic system of the vehicle (10) includes a hydraulic pump, and the second controller (150) includes: The third control unit is connected to the distribution box (120) and the second motor (160) and is used to control the operation of the second motor (160) to drive the hydraulic pump and provide hydraulic power to one or more hydraulic actuators of the vehicle (10); The fourth control unit is connected to the power distribution box (120) and the first electrical equipment (400) and is used to provide working power to the first electrical equipment (400).

7. The drive system according to claim 6, characterized in that, The third control unit includes an inverter circuit for converting direct current from the distribution box (120) into alternating current to control the second motor (160). The fourth control unit includes a conversion circuit for converting high-voltage DC power from the distribution box (120) into low-voltage DC power to supply power to the first electrical equipment (400).

8. The drive system according to any one of claims 1 to 7, characterized in that, The distribution box (120) includes: The input terminal is connected to the battery (110); The first output terminal is connected to the first controller (130); The second output terminal is connected to the second controller (150).

9. The drive system according to any one of claims 1 to 7, characterized in that, The drive system also includes: A first wiring harness (192) is connected at one end to the battery (110) and at the other end to the distribution box (120) so that the distribution box (120) is connected to the battery (110).

10. A vehicle (10), characterized in that, include: The drive system as described in any one of claims 1 to 9.

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