CN115402078A - An active battery-integrated electric drive powertrain - Google Patents

Abstract

The invention relates to an active cell integrated electric drive assembly which mainly comprises a drive motor, a controller, a differential mechanism, a gear sleeve, a locking mechanism, a left half shaft, a right half shaft, a speed reducing device and an output device assembly, wherein the drive motor is connected with the controller; the invention realizes the simplest enveloping of a power transmission system by adopting a single-motor coaxial integrated differential, setting the differential speed and the speed reduction, coaxially designing a driving motor and a driving wheel shaft by the configuration of a planet to a wheel edge planet, and integrating the oil-cooled motor technology with high power density, driving, differential speed, speed reduction and control into a whole.

Description

An active battery-integrated electric drive powertrain

technical field

The invention belongs to the technical field of electric transmission, and in particular relates to an active battery-integrated electric drive power assembly, in particular to an electric drive power assembly for high-power medium and heavy-duty wheeled special electric transmission vehicles.

Background technique

With energy and environmental issues, electric vehicles are getting more and more attention. In the modern all-electric and information-based special operations system, electric drive has become the development trend of special vehicles in the future. At present, electric drive is developing rapidly, especially in the field of passenger cars, but in the field of high-power special vehicles, due to its harsh working conditions and higher performance requirements, the development and application of electric drive systems is at a disadvantage compared with passenger cars. Relatively backward, in the case of high-power medium and heavy-duty vehicles, the most common way to achieve more maneuverable, more efficient vehicles is through the use of hybrid powertrains, known hybrid and all-electric vehicles , in order to increase the available space for passengers, goods and other vehicle components, a power system with high power density suitable for simplification should also be adopted as much as possible.

The existing high-power wheeled vehicle electric drive system is mainly composed of double motors, a differential, a reduction gear set, a casing and the like. Adopting the scheme of dual-motor deceleration first and then differential speed, the structure of the transmission system is complicated, and the longitudinal space of the vehicle takes up a large size, which is not conducive to the overall layout and bodywork layout.

In the future, electric drive special vehicles will require a higher power density and more compact electric drive system to support the power arrangement of the new generation of vehicles. In order to adapt to the evolution of electric drive vehicles in the future, the overall development goals of new electric drive units suitable for medium and heavy-duty special vehicles are: to realize the highly integrated drive system with the simplest envelope, the high power density with high efficiency, and the high reliability that can realize mass production sex. At present, an effective way to achieve the above-mentioned electric drive unit is to adopt a coaxial integrated arrangement, which integrates a high-power-density oil-cooled motor, a compact planetary gear train, a high-speed differential, and a multi-phase inverter controller.

Recently announced a highly integrated coaxial drive unit, the target matching vehicle mass is about 2000kg, using a single planetary row integrated with the motor rotor, then input power to the differential, and then output through the half shaft, the device does not Integrated design with motor controller.

Magna's new generation of coaxial bridge solutions, Schaeffler and other solutions are also relatively advanced all-in-one drive units at present. The gearbox is not integrated in the inner cavity of the motor but takes up axial or radial dimension space. Moreover, the above-mentioned technology is suitable for small cars and passenger cars. For medium and heavy-duty special vehicles with complex working conditions, if high-power drive is realized, a higher-power motor and a more complicated power transmission route are required.

Contents of the invention

The invention provides a centralized electric drive power assembly for high-power medium and heavy-duty wheeled special vehicles, which solves the development requirements for future high-power-density electric drive systems—high integration, high efficiency, small size and light weight , achieving the most simplified drivetrain envelope.

The present invention provides an active cell integrated electric driving power assembly, which is characterized in that it is mainly composed of a driving motor 2, a differential 4, a left half shaft 7, a right half shaft 8, a speed reduction device and an output device assembly Composition; the drive motor 2 is an inner rotor permanent magnet synchronous motor, the differential is arranged in the cavity of the drive motor, and the differential 4 is mainly composed of a cross shaft 23, a planetary gear 24, a side gear 25, and a differential housing 26, wherein The difference housing 26 is a two-way axial extension structure. The outer surface of the difference housing partially forms a flange 27 and is fixedly connected with the motor rotor bracket 13 of the driving motor. The cross shaft 23 is installed in the difference housing. The four pin shafts 29 of the cross shaft 23 There is a planetary gear 24, the outer end surface of the planetary gear cooperates with the arc spherical surface in the differential housing, and the two side gears 25 are symmetrically arranged on both sides of the cross shaft 23 along the axial direction, and the two-way axial extension with the differential housing 26 The inner wall of the part is rotationally connected; the side shaft gear 25 is meshed with the external teeth of the planetary gear 24, and the bidirectional axial extension part of the differential case 26 is respectively connected to the two ends of the drive motor; the left side shaft 7 and the right side shaft 8 are respectively connected to the The inner holes of the two side shaft gears are connected by splines; the output ends of the left side shaft 7 and the right side shaft 8 are respectively connected to the corresponding output device assembly through a reduction gear.

Beneficial effects: the centralized electric drive power assembly suitable for high-power wheeled special vehicles provided by the present invention adopts a single-motor coaxial integrated differential, differential first and then deceleration, and the transmission from the planetary to the wheel The configuration of the side planet combines the coaxial design of the drive motor with the drive wheel shaft, high power density oil-cooled motor technology, drive, differential speed, deceleration, and control four-in-one integrated design, which realizes the most simplified envelope of the power transmission system. Compared with the existing technology, a powertrain with high efficiency, compactness, light weight, high power density and high reliability is realized, and it is easy to carry out engineering design, so that the overall space utilization rate is greatly improved.

Description of drawings

Fig. 1 Schematic diagram of the structure of the active cell integrated electric drive power assembly of the present invention;

Fig. 2 Schematic diagram of drive motor structure;

Figure 3 Schematic diagram of the drive motor oil cooling passage;

Fig. 4 Schematic diagram of the structure of the differential;

Figure 5 Schematic diagram of the structure of the deceleration device and output assembly;

Fig. 6 is a structural schematic diagram of the locking mechanism;

Figure 7 is a schematic diagram of the installation structure of the cross shaft and the planetary gear.

Detailed ways

As shown in Figure 1, the present invention provides an active cell integrated electric drive power assembly 1, which mainly consists of a drive motor 2, a differential gear 4, a gear sleeve 5 with end face keys, a locking mechanism 6, a left half Shaft 7, right half shaft 8, deceleration device 9, output device assembly 10;

The rotation of the drive motor 2 is controlled by the controller 3, the drive motor 2 is an inner rotor permanent magnet synchronous motor, the differential is arranged in the cavity of the drive motor, the motor rotor bracket of the drive motor is fixedly connected with the differential case of the differential 4, The left side half shaft 7 and the right side half shaft 8 are respectively splined with the inner holes of the two differential side shaft gears; into 10 connections.

As shown in Fig. 2 and Fig. 3, the driving motor 2 includes a motor rotor part 11, a motor winding iron core assembly 12, a motor rotor bracket 13, a casing 14, a left end cover 15 of the motor, and a right end cover 16 of the motor; The air gap between the winding iron core components 12 is about 0.5-1mm, the motor winding core components 12 are connected with the casing 14 by interference fit, the motor left end cover 15, the motor right end cover 16 and the casing 14 are fixedly connected by bolts; The motor 2 is an oil-cooled motor, which adopts an electronic oil pump for active oil cooling and spraying, that is, the motor winding iron core assembly 12 adopts in-slot straight-through oil cooling, and the motor rotor part 11 adopts surface spraying oil cooling.

The motor winding iron core assembly 12 adopts the concentrated winding fractional slot electromagnetic scheme, and its magnetic circuit is integrated with the oil passage to form an inter-slot oil passage 17; the end of the motor winding iron core assembly 12 and the right end cover 15 of the motor form an end oil chamber 18, which drives the motor The casing of 2 is equipped with an oil inlet 19, an oil inlet passage 20 of the casing, an oil return passage 21 of the casing, and an oil return port 22. The electronic oil pump operates to enter the cooling oil through the oil inlet and enter the oil through the casing. The cooling winding iron core assembly, the oil that takes away the heat passes through the oil return passage of the casing to the oil return port, and enters the cooling system of the vehicle, realizing the direct contact between the cooling medium oil and the heat source motor winding and iron core, thereby greatly improving The cooling efficiency is improved, the peak power is increased, and the requirements of high power density and light weight are realized.

As shown in Figure 4 and Figure 1, the differential device 4 is an inter-wheel differential device, which has the characteristics of high speed and heavy load, and can realize the active differential speed of the left and right wheels when the vehicle turns, and can be locked by the locking mechanism 6. Locking to achieve coaxial no speed difference. The differential gear 4 is integrated with the drive motor 2. The differential gear 4 is mainly composed of a cross shaft 23, a planetary gear 24, a side gear 25, and a differential housing 26, wherein the differential housing 26 is a bidirectional shaft extension structure, and the outer surface of the differential housing is The flange 27 is partially formed and fixedly connected with the motor rotor bracket 13 through the bolt 28M10×30-10.9, and the 244 planetary gears are respectively connected radially with the four pin shafts 29 of the cross shaft 23 and then connected with the spherical surface of the differential shell arc 30 , The side gear 25 is engaged with the planetary gear 24, and the side gear 25 is positioned and supported in the bidirectional shaft extension part through the bearing 31, so as to meet the high-speed use requirements. The two-way axial extension part of the differential housing 26 is connected with the inner ring of the driving motor bearing 32 with an interference fit, and the outer ring of the driving motor bearing 32 is connected with the left end cover 15 of the motor and the right end cover 16 of the motor through a transition fit connection, forming a drive motor support, differential speed The support structure that integrates the two into one support structure makes functions, structures, and spaces shared and overlapped. The right side of the two-way shaft of the differential housing 26 is provided with an end face key 33 for differential locking, which is engaged with the gear sleeve 5 provided on the locking structure to transmit power through the end face meshing connection to realize the differential locking function. A lightening hole is provided at the center of the cross shaft.

As shown in Figure 6: the locking structure 6 is on the right side of the differential 4, and consists of a spring 50, a shift fork 56, a piston 54, two O-rings 55, a cylinder 52 with an air inlet 51, and bolts 53 , the gear sleeve 5 is splined with the right half shaft 8, the shift fork 56 is placed in the outer circular groove shaft hole of the gear sleeve 5, the cylinder 52 is connected with the inner flange hole of the right end cover 16 of the motor, and is fixedly connected by bolts 53 to the motor right end cover 16. The piston 54 is connected with the inner hole of the cylinder 52 and sealed with the cylinder 52 through two O-rings 55. The spring 50 passes through the piston 54 and is placed in the inner wall cavity of the shift fork 56 and the right end cover 16 of the motor.

Its working principle is: when the differential gear 4 needs to be locked, intake air through the air inlet 51, the air pressure is not less than 0.8MPa, push the piston 54 to move leftward in the cylinder, push the shift fork 56, and the shift fork 56 compresses the spring 50 , drive the end face key of the gear sleeve 5 to engage with the end face key 33 for differential lock to realize the differential lock function, and the above-mentioned actions are performed statically or at low speed.

When needing to be freed, the air inlet 51 deflates, and the spring 50 returns to drive the shift fork 56. The shift fork 56 pushes the right side of the outer circular groove shaft hole of the gear sleeve 5, and pushes the gear sleeve 5 to move to the right, and the gear sleeve 5 Slip on the right half shaft 8, disengage from the end face key 33 for differential locking, and the differential 4 is in a disengaged state, and the above-mentioned actions are carried out at static or low speed.

As shown in Fig. 5 and Fig. 1, the deceleration device 9 adopts a single-row helical gear planetary row structure with a large helix angle, and is placed on the left and right sides of the powertrain with the motor shaft, and plays the role of deceleration and torque increase.

Taking the left side as an example, the speed reduction device 9 is composed of the sun gear 34, the planetary gear 35, the combined frame 36, and the combined ring gear assembly 49. It has the characteristics of small size, light weight, low noise, and large transmission torque. The speed reduction device 9 The sun gear 34 adopts an integrated design with the left half shaft 7, one end of the combined frame 36 is connected with the left end cover of the motor through a bearing 37, the combined ring gear assembly 49 is fixedly connected with the end cover through bolts 38, and the combined ring gear assembly 49 adopts The high-strength lightweight aluminum material and the steel ring gear are integrally cast. The combined frame 36 adopts high-strength titanium alloy extrusion molding technology to meet the purpose of weight reduction. The reduction device 9 adopts a combination of splash type and centralized centrifugal type lubrication.

As shown in Figure 5, the output device 10 is placed on the left and right sides of the electric drive powertrain, and is supported by a bearing 39, a bearing seat 40, a positioning sleeve 41, an output connection plate 42, a locking cover 43, and a connection with the vehicle body. The sleeve 44 and the oil seal 45 are composed of the positioning sleeve 41 and the combination frame 36 of the speed reduction device 9, which are connected to the right end of the shaft of the combination frame 36 through the inner diameter centered spline, and the output connection plate 42 is spline connected to the combination frame 36. At the left end of the shaft, the output connection plate 42 is connected with the inner ring js6 of the bearing 39, the outer ring of the bearing 39 is connected with the bearing seat 40 by H6/h6, and the bearing seat 40, the support sleeve 44, and the combined ring gear assembly 37 are connected through bolts 48 Fixed connection. The output connection plate 42 is provided with an end surface key 46 , and the end of the output connection plate 42 is connected and fixed with the locking cover 43 by bolts 47 . Oil seal 45 is a two-way oil seal, which can seal the oil of 0.5MPa inwardly and the water of pressure 0.3Mpa outwardly, and adopts the matching connection of h8 with the output connection plate 42, and adopts the matching form of H7 with the support sleeve 44.

As shown in Figures 1 and 5, the half shaft is divided into a left half shaft 7 and a right side half shaft 8, the left end of the left side half shaft 7 is integrated with the sun gear 34 of the reduction device 9, and the left side half shaft 7 The right end is splined with the left half shaft gear 25; the right end of the right side half shaft 8 is integrated with the sun gear 34 of the reduction device 9, the left end of the right side half shaft 8 is spline connected with the right half shaft gear 25, and the middle part is connected with the gear Set of 5 splined connections.

As shown in Figure 1, the controller 2 is integrated with the drive motor 2, which is characterized by the use of multi-phase output, full SIC device motor controller technology, and a DC900V voltage platform to form a high power density and lightweight controller.

working principle:

The controller in the active battery integrated electric drive powertrain controls the drive motor according to the instructions from the upper controller such as the vehicle controller, usually using the torque control mode, and the vehicle controller provides torque to the drive motor controller command to control the torque of the drive motor.

In the driving condition, the torque output by the driving motor is split through the differential, and then the power is transmitted to the output assemblies on both sides after being decelerated and increased by the reduction device, and directly transmitted to the wheel side assemblies on both sides to drive the vehicle forward; Under braking conditions, the braking torque of the electric driving force assembly can be produced in coordination with the drive motor and the brake on both sides of the wheel assembly according to the control command of the electromechanical compound brake, or it can be provided by one of the two alone.

In special occasions, the speed mode can also be used to control the electric drive powertrain. In the speed mode, the vehicle controller provides the target speed, and the electric drive powertrain controller independently adjusts the speed of the drive motor according to the target speed tracking requirements. torque.

The inter-wheel differential with power integration and distribution has the characteristics of high speed and heavy load, and can realize the active differential speed of the left and right wheels when the vehicle turns; At this time, it can be locked by the locking mechanism to achieve coaxial no speed difference and meet the power requirements of the vehicle.

The present invention adopts first differential speed and then deceleration, uses planet-to-planet configuration, aligns the driving motor and the driving wheel coaxially, and realizes the most simplified power transmission system envelope.

Claims (10)

1. An active battery integrated electric drive power assembly, characterized in that it mainly consists of a drive motor (2), a differential (4), a left half shaft (7), a right half shaft (8), The deceleration device and the output device assembly are composed; the driving motor (2) is an inner rotor permanent magnet synchronous motor, the differential is arranged in the cavity of the driving motor, and the differential (4) is mainly composed of a cross shaft (23), a planetary gear (24), half-shaft gear (25), and difference housing (26), wherein the difference housing (26) is a two-way axial extension structure, and the outer surface of the difference housing partially forms a flange (27) and the motor rotor bracket of the drive motor ( 13) Fixed connection, the cross shaft (23) is installed in the differential housing, and each of the four pin shafts (29) of the cross shaft (23) is provided with a planetary gear (24), the outer end surface of the planetary gear and the differential housing. The two side gears (25) are symmetrically arranged on both sides of the cross shaft (23) along the axial direction, and are rotationally connected with the inner wall of the bidirectional shaft extension of the difference housing (26); the side gears (25) It is engaged with the external teeth of the planetary gear (24), and the two-way shaft extension part of the differential housing (26) is respectively connected to the two ends of the drive motor for rotation; the left half shaft (7) and the right half shaft (8) are respectively connected to the two The inner holes of the two side shaft gears are splined; the output ends of the left side shaft (7) and the right side shaft (8) are respectively connected to the corresponding output device assembly through a reduction gear. 2. An active cell integrated electric driving force assembly according to claim 1, characterized in that: the driving motor (2) includes a motor rotor component (11), a motor winding core assembly (12), a motor rotor Bracket (13), casing (14); the motor rotor bracket (13) is fixed in the motor rotor part (11), and the motor rotor part (11) is arranged in the inner cavity of the motor winding iron core assembly (12), and the motor winding The iron core assembly (12) is connected with the casing (14) by interference fit, and the left end cover (15) and the right end cover (16) of the motor are respectively fixed at both ends of the casing (14). 3. An active battery-integrated electric drive power assembly according to claim 2, characterized in that the air gap between the motor rotor part (11) and the motor winding iron core assembly (12) is 0.5-1mm . 4. An active battery-integrated electric drive power assembly according to claim 2, characterized in that: the motor winding iron core assembly (12) adopts a straight-through oil cooling in the tank, and the motor rotor part (11) adopts Surface spray oil cooling. 5. An active battery-integrated electric drive power assembly according to claim 4, characterized in that: the magnetic circuit of the motor winding iron core assembly (12) is integrated with the oil passage to form an inter-slot oil passage (17); The end of the winding iron core assembly (12) and the right end cover (15) of the motor form an end oil cavity (18), and the casing of the driving motor (2) is simultaneously provided with an oil inlet (19), a casing oil inlet ( 20), the oil return passage (21) and the oil return port (22) of the casing, the electronic oil pump operates to enter the cooling oil through the oil inlet, and cool the winding iron core assembly through the oil inlet passage of the casing, and the oil that takes away heat The fluid passes through the oil return channel of the casing to the oil return port and enters the cooling system of the vehicle. 6. An active battery-integrated electric drive power assembly according to claim 2, characterized in that it also includes a gear sleeve (5) with end face keys and a locking structure (6), the locking structure ( 6) Set on the right side of the differential (4), the gear sleeve (5) is connected with the outer circular spline in the middle of the right half shaft (8), and the locking structure is used to drive the gear sleeve (5) relative to the right half shaft ( 8) Sliding; the right end of the two-way shaft extension of the differential housing (26) is provided with an end face key (33) for differential locking, which is connected to the gear sleeve (5) to transmit power through end face engagement. 7. An active battery-integrated electric drive power assembly according to claim 6, characterized in that the locking structure (6) includes a spring (50), a shift fork (56), a piston (54) and a The cylinder (52) of the air inlet (51); the shift fork (56) is placed in the outer circular groove shaft hole of the gear sleeve (5); the piston (54) is connected with the inner hole of the cylinder (52), and the spring (50) Pass through the piston (54) and place it in the inner wall cavity of the shift fork (56) and the right end cover of the motor (16). 8. The active battery-integrated electric drive power assembly according to claim 7, characterized in that the cylinder (52) is fixedly connected to the motor right end cover (16) of the drive motor (2). 9. An active battery-integrated electric drive power assembly according to claim 1, characterized in that: the left half shaft (7) is integrated with the sun gear of the reduction gear on the same side, and the right half shaft (7) 8) Integrated design with the sun gear of the reduction gear on the same side. 10. The active battery-integrated electric driving force assembly according to claim 1, characterized in that: in the driving condition, the torque output by the driving motor is shunted through the differential, and then decelerated and increased by the reduction device. After twisting, the power is transmitted to the output device assembly on both sides, and directly to the wheel assembly on both sides to drive the vehicle forward.

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