Electric Planetary Drive Unit for Independent Traction and Work Power
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Solution Overview
Problem
Existing self-travelling working machines face challenges in achieving a wide, stepless speed spread and independent power supply for the working unit, which is not dependent on the travel speed of the carrier vehicle, especially when transitioning to an all-electric drive system without hydraulic components.
Innovation Solution
An all-electric drive unit utilizing at least two independently controllable electric machines and a planetary gear with a power divider gearbox, allowing for a speed spread of up to 1:500, where the speed and torque are independently controlled by the electric machines to meet the power requirements of both the travel drive and working unit.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If an internal combustion engine with hydraulic transmission is used, then independent power supply for working unit and travel drive is achieved, but device complexity and loss of energy increase
Solution Approach 1:
The patent replaces the internal combustion engine with an electric motor, substituting a mechanical/thermal system with an electrical system. This eliminates the need for complex hydraulic transmissions while maintaining independent power supply capability through separate electrical motors for travel drive and working unit
Solution Approach 2:
The patent extracts and removes the hydraulic transmission components from the system, replacing them with direct electrical motor drives. This simplifies the overall device structure while preserving the functional capability of independent power control for both travel and working operations
2Speed
If internal combustion engine with hydrostat is used, then large gear spread is achieved, but loss of energy increases
Solution Approach 1:
The patent replaces the energy-inefficient hydrostatic transmission with direct electrical motor control. Electric motors can achieve wide speed ranges (0-40 km/h) directly through variable speed control without the energy losses inherent in hydraulic systems, eliminating the need for complex hydrostats while maintaining large effective gear spread
Solution Approach 2:
The patent implements dynamic speed control of electric motors to achieve variable transmission ratios. The travel speed can be continuously adjusted from 0 to 40 km/h through electrical control, providing dynamic adaptation to different operating conditions without energy loss from hydraulic inefficiencies
3Speed
If hydraulic transmission is used for large speed spread, then speed range is achieved, but device complexity and energy loss increase
Solution Approach 1:
The patent substitutes hydraulic transmission components with electrical motor systems. Two independently controllable electric motors replace the complex hydraulic transmission, achieving the same speed spread functionality through electrical control while dramatically reducing device complexity and eliminating hydraulic fluid systems
Data Source
AI summary
In order to be able to supply the traction drive on the one hand and the working unit (210) on the other hand with the energy required in each case independently of one another in a purely electrically driven vehicle (200), in particular a self-travelling working machine (200), a fully electric drive unit (100) is provided which supplies both, with a planetary gear unit (1) which is driven by two separately controllable electric machines (E1, E2) and thus, considered on its own, acts as a summing gear.Because of an additional power output (NA1), which is coupled to one of the two E-machines (E1) and/or the corresponding drive input into the planetary gear (1) with a fixed transmission ratio, the working unit (210) can be supplied via this power output (NA1), while the speed of the traction drive is independently controlled via the differential speed between the sun gear (2) and the ring gear (3), which are driven by the two E-machines (E1, E2).The sum of the planetary gear and the power output (NA1) thus acts primarily as a power divider gear.