CN221775677U

CN221775677U - A new energy commercial vehicle and its power device

Info

Publication number: CN221775677U
Application number: CN202420344222.4U
Authority: CN
Inventors: 孟祥珍
Original assignee: Prestolite Electric Weifang Ltd
Current assignee: Prestolite Electric Weifang Ltd
Priority date: 2024-02-23
Filing date: 2024-02-23
Publication date: 2024-09-27
Anticipated expiration: 2034-02-23

Abstract

A new energy commercial vehicle and a power device thereof, the new energy commercial vehicle comprising a power device, the device comprising: a first and a second driving motors; the motor controller comprises a box body, a control board, a driving board, an IGBT module, a film capacitor and a discharge resistor, wherein the front end of the box body is respectively connected with the front end covers of the two driving motors, and the rear end of the box body is respectively connected with the rear end covers of the two driving motors; the box body is provided with a power positive electrode interface, a power negative electrode interface and a low-voltage signal interface; the two driving motors are respectively connected with the corresponding IGBT modules through high-voltage wire harnesses; the two driving motors are respectively connected with the control board through low-voltage signal wire harnesses; the high-voltage wiring harness and the low-voltage signal wiring harness are respectively integrated in the box body and the two driving motors; the speed reducer comprises a first input end and a second input end, and the output ends of the two driving motors are respectively connected with the first input end and the second input end; the output end of the speed reducer is connected with the whole vehicle transmission mechanism.

Description

New energy commercial vehicle and power device thereof

Technical Field

The utility model relates to a new energy commercial vehicle, in particular to a double-motor speed reducer four-in-one power device of the new energy commercial vehicle and an integrated controller thereof.

Background

The double-motor driving device of the new energy commercial vehicle in the prior art adopts two motor controllers to receive positive and negative power supplied by a battery end, converts the positive and negative power into three-phase power through the inside of the motor controllers, outputs the three-phase power to two driving motors, and outputs rotating speed and torque transmission power to a driving rear axle respectively or simultaneously according to the working condition requirement of the whole vehicle. The double-motor driving device consists of two driving motors and two motor controllers, wherein each motor controller independently controls one driving motor to form a set of driving device, and the two sets of driving devices are mutually independent and respectively provided with independent cooling circulation waterways and high-voltage and low-voltage signal wire harnesses. It has the following problems or drawbacks:

1) Two motor controllers are arranged, so that the arrangement space required by the whole vehicle is large, the cost of parts of the two controllers is high, the assembly time required by the two controllers is long, and the failure rate and the later maintenance cost of the two controllers are high;

2) The required cooling circulation waterway and the high-low voltage signal wire harness are connected independently, the whole vehicle is required to be connected with respective water inlet and outlet pipelines, and the high-low voltage signal wire harness increases the design, purchase and assembly cost of parts at the end of the whole vehicle;

3) Because two motor controllers are required to independently control two motors, a set of driving device composed of one driving motor and one motor controller needs to independently calculate the system efficiency, and the efficiency of the whole double-motor driving device is low.

Disclosure of utility model

The utility model aims to solve the technical problems of the prior art and provides a new energy commercial vehicle and a power device thereof.

In order to achieve the above object, the present utility model provides a power unit for a new energy commercial vehicle, comprising:

A first driving motor;

A second driving motor;

The motor controller comprises a box body, a control board, a driving board, an IGBT module, a film capacitor and a discharge resistor, wherein the control board, the driving board, the IGBT module, the film capacitor and the discharge resistor are arranged in the box body, the front end of the box body is respectively connected with the front end covers of the first driving motor and the second driving motor, and the rear end of the box body is respectively connected with the rear end covers of the first driving motor and the second driving motor; the box body is provided with a power positive electrode interface, a power negative electrode interface and a low-voltage signal interface; the first driving motor and the second driving motor are respectively connected with the corresponding IGBT module through a high-voltage wire harness; the first driving motor and the second driving motor are respectively connected with the control board through low-voltage signal wire harnesses; the high-voltage wiring harness and the low-voltage signal wiring harness are respectively integrated in the box body and the first driving motor and the second driving motor; and

The speed reducer is a double-input speed reducer and comprises a first input end and a second input end, wherein the output end of the first driving motor is connected with the first input end, and the output end of the second driving motor is connected with the second input end; the output end of the speed reducer is connected with a transmission mechanism of the new energy commercial vehicle.

The power device of the new energy commercial vehicle further comprises a cooling water channel, wherein the cooling water channel comprises a first water channel, a second water channel and a controller water channel, and the first water channel is arranged in the first driving motor; the second water channel is arranged in the second driving motor; the controller water channel is arranged in the motor controller, and one end of the controller water channel is connected with the cooling circulation system of the new energy commercial vehicle through a water inlet pipe; the other end of the controller water channel is connected with a motor water inlet pipe of the first water channel; the motor water outlet pipe of the first water channel is connected with the motor water inlet pipe of the second water channel; and the water outlet pipe of the second water channel is connected with a cooling circulation system of the new energy commercial vehicle.

The power device of the new energy commercial vehicle, wherein the other end of the controller water channel is connected with the motor water inlet pipe of the first water channel through the switching water pipe; and a motor water outlet pipe of the first water channel is connected with a motor water inlet pipe of the second water channel through a connecting hose.

The power device of the new energy commercial vehicle, wherein the front end of the box body is respectively arranged on the front end covers of the first driving motor and the second driving motor through the L-shaped bracket.

The power device of the new energy commercial vehicle, wherein the output end is a single-speed ratio output flange, the single-speed ratio output flange is connected with one end of a transmission shaft of the new energy commercial vehicle, and the other end of the transmission shaft is connected with a driving rear axle of the new energy commercial vehicle.

The power device of the new energy commercial vehicle, wherein the external spline rotating shaft of the output end of the first driving motor is meshed with the internal spline rotating shaft of the first input end to drive power, and the external spline rotating shaft of the output end of the second driving motor is meshed with the internal spline rotating shaft of the second input end to drive power.

The power device of the new energy commercial vehicle, wherein the high-voltage wire harness comprises a U copper bar, a V copper bar and a W copper bar which are respectively corresponding to the first driving motor and the second driving motor, one ends of the U copper bar, the V copper bar and the W copper bar are respectively connected with three-phase terminals of the first driving motor and the second driving motor, and the other ends of the U copper bar, the V copper bar and the W copper bar are respectively connected with the corresponding IGBT module.

According to the power device of the new energy commercial vehicle, the thin film capacitor, the discharging resistor, the IGBT module and part of the driving plates form a high-voltage loop, and the control plate and the other part of the driving plates form a low-voltage loop.

The power device of the new energy commercial vehicle comprises a single motor drive mode, a double motor drive mode and a fault limp-home drive mode, wherein the single motor drive mode is that the first drive motor or the second drive motor is independently driven; the double-motor driving is that the first driving motor and the second driving motor are driven simultaneously; and when one of the first driving motor and the second driving motor fails, the motor controller controls the other motor without failure to drive at a low speed.

In order to better achieve the aim, the utility model also provides a new energy commercial vehicle, which comprises the power device.

The utility model has the technical effects that:

The power device is suitable for the new energy commercial vehicle, the power device is a double-motor driving device, the two motors are independent, after the double motors, the speed reducer and the controller are assembled independently, final assembly integration and testing can be completed in a motor assembly workshop, and later maintenance can be independently disassembled, overhauled, maintained or replaced, so that the power device is more practical. The single motor controller is adopted to control the double motors and is integrally installed, so that the energy loss caused by a plurality of electric devices in the motor controller is reduced, the driving efficiency is improved, and the whole vehicle endurance mileage is increased; the arrangement space of the whole vehicle is saved, and the cost is saved; the high-voltage wiring harness and the low-voltage signal wiring harness are arranged inside after integration, the motor controller and the driving motor are installed in an integrated mode through the cooling circulation waterway, and the whole car client is only required to be connected with one water inlet pipe and one water outlet pipe, so that the assembly is simple and convenient.

The utility model will now be described in more detail with reference to the drawings and specific examples, which are not intended to limit the utility model thereto.

Drawings

FIG. 1 is a schematic diagram of a new energy commercial vehicle according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of a power plant according to an embodiment of the present utility model;

FIG. 3 is an exploded view of a power plant according to an embodiment of the present utility model;

FIG. 4 is a schematic diagram of the operation of a power plant according to an embodiment of the present utility model;

FIG. 5 is a schematic view of a cooling water channel according to an embodiment of the present utility model;

FIG. 6 is a schematic diagram of the operation of a controller according to an embodiment of the present utility model;

Fig. 7 is a schematic view of the high voltage harness and low voltage signal harness structure according to an embodiment of the present utility model.

Wherein reference numerals are used to refer to

1 Chassis

2 Power device

21 Motor controller

211 Case

2111 Power supply positive electrode interface

2112 Power supply negative electrode interface

2113 Low-voltage signal interface

2114 Support

212 Control panel

213 Driving plate

214IGBT module

215 Thin film capacitor

216 Discharge resistor

217 Low voltage signal harness

218 High voltage wire harness

2181U copper bar

2182V copper bar

2183W copper bar

22 First drive motor

23 Second drive motor

24 Speed reducer

241 End cap

242 First input end

243 Second input terminal

244 Output flange

25 Cooling water channel

251 First waterway

252 Second waterway

253 Controller water channel

254 Water inlet pipe

255 Outlet pipe

256 Transfer water pipe

257 Motor water inlet pipe

258 Motor water outlet pipe

259 Connection hose

3 Transmission mechanism

31 Transmission shaft

32 Drive rear axle

33 Differential mechanism

34 Main speed reducer

4 Running gear

41 Front wheel

42 Rear wheel

5 Power battery

6 High voltage distribution box

7 Low voltage power supply

8 Whole car controller

Detailed Description

The structural and operational principles of the present utility model are described in detail below with reference to the accompanying drawings:

Referring to fig. 1, fig. 1 is a schematic diagram of a new energy commercial vehicle according to an embodiment of the present utility model. The utility model relates to a new energy commercial vehicle, which comprises a chassis 1, a power device 2, a transmission mechanism 3, a running mechanism 4, a power battery 5, a high-voltage distribution box 6, a low-voltage power supply 7 and a whole vehicle controller 8, wherein the power device 2, the transmission mechanism 3, the running mechanism 4 and the whole vehicle controller 8 are arranged on the chassis 1, the transmission mechanism 3 is respectively connected with the power device 2 and the running mechanism 4, and the running mechanism 4 comprises front wheels 41 and rear wheels 42; the power battery 5 is connected with the power device 2 through a high-voltage distribution box 6, and the whole vehicle controller 8 and the low-voltage power supply 7 are respectively connected with the power device 2. Because the components, structures, mutual positional relationships, connection relationships, functions and the like of other parts of the new energy commercial vehicle are relatively mature prior art, the power device 2 of the present utility model will not be described in detail herein.

Referring to fig. 2-4, fig. 2 is a schematic structural diagram of a power unit 2 according to an embodiment of the present utility model, fig. 3 is an exploded view of the power unit 2 according to an embodiment of the present utility model, and fig. 4 is a schematic operation diagram of the power unit 2 according to an embodiment of the present utility model. The power device 2 of the new energy commercial vehicle integrates a motor controller 21, two independent driving motors (a first driving motor 22 and a second driving motor 23) and a speed reducer 24 to form a four-in-one power driving device, so that the single motor controller 21 can realize double-driving motor control, a high-voltage wire harness 218 and a low-voltage signal wire harness 217 which are interacted between the motor controller 21 and the driving motors are connected in a built-in manner, the whole power device 2 only has a positive-negative direct current bus interface (comprising a power positive electrode interface 2111 and a power negative electrode interface 2112) and a low-voltage signal interface 2113 which are needed to be connected with each other, and a cooling water channel 25 only has a water inlet and a water outlet, so that the whole vehicle is convenient to apply. The power unit 2 includes: a first drive motor 22 and a second drive motor 23, respectively, mounted on the decelerator 24; the motor controller 21 is integrally arranged and fixed on two independent first driving motors 22 and second driving motors 23, so that the arrangement space of the motor controller 21 on the whole vehicle can be saved; the motor controller 21 comprises a box body 211, a control board 212, a driving board 213, an IGBT module 214, a thin film capacitor 215 and a discharge resistor 216, wherein the control board 212, the driving board 213, the IGBT module 214, the thin film capacitor 215 and the discharge resistor 216 are arranged in the box body 211, the front end of the box body 211 is respectively connected with the front end covers of the first driving motor 22 and the second driving motor 23, and the rear end of the box body 211 is respectively connected with the rear end covers of the first driving motor 22 and the second driving motor 23; the box 211 is provided with a power supply anode interface 2111, a power supply cathode interface 2112 and a low-voltage signal interface 2113; the first driving motor 22 and the second driving motor 23 are respectively connected with the corresponding IGBT modules 214 through a high voltage harness 218; the first driving motor 22 and the second driving motor 23 are respectively connected with the control board 212 through a low-voltage signal wire harness 217; the high voltage wire harness 218 and the low voltage signal wire harness 217 are respectively integrated in the box 211 and rear end covers of the first driving motor 22 and the second driving motor 23; the speed reducer 24 is a double-input speed reducer 24, and the output ends of the first driving motor 22 and the second driving motor 23 are fixedly connected with the input end of the speed reducer 24 respectively; the input end of the speed reducer 24 comprises a first input end 242 and a second input end 243, the output end of the first driving motor 22 is connected with the first input end 242, and the output end of the second driving motor 23 is connected with the second input end 243; the output end of the speed reducer 24 is connected with the transmission mechanism 3 of the new energy commercial vehicle.

The motor controller 21 of this embodiment is integrated directly over the first driving motor 22 and the second driving motor 23, the front ends of the motor controller 21 are on the front end covers of the first driving motor 22 and the second driving motor 23, the front end covers of the output ends of the first driving motor 22 and the second driving motor 23 are respectively fixedly connected with the end cover 241 of the input end of the speed reducer 24, and the external spline rotating shafts of the first driving motor 22 and the second driving motor 23 are respectively meshed with the internal spline rotating shafts of the speed reducer 24 to transmit power. I.e. the external spline shaft at the output end of the first driving motor 22 is engaged with the internal spline shaft at the first input end 242 to drive power, and the external spline shaft at the output end of the second driving motor 23 is engaged with the internal spline shaft at the second input end 243 to drive power.

The front end of the box 211 may be mounted and fixed on front end covers of the first driving motor 22 and the second driving motor 23 through 2L-shaped brackets 2114, and left and right sides of the rear end of the box 211 are fixedly connected with rear end covers of the first driving motor 22 and the second driving motor 23 respectively. The box 211 is provided with a water inlet pipe 254 required by cooling of the power device 2, positive and negative DC bus interfaces (comprising a power positive electrode interface 2111 and a power negative electrode interface 2112) required by driving input and a low-voltage signal interface 2113 required by control of the power device 2; the water outlet pipe 255 required for cooling the power unit 2 is provided at the second driving motor 23. The output end of the speed reducer 24 is preferably a single-speed ratio output flange 244, the single-speed ratio output flange 244 is connected with one end of a transmission shaft 31 of the new energy commercial vehicle, and the other end of the transmission shaft 31 is connected with a drive rear axle 32 of the new energy commercial vehicle.

During operation, the whole vehicle end is spliced with the whole vehicle wire harness through the low-voltage signal interface 2113 to realize low-voltage signal transmission, the whole vehicle high-voltage wire harness 218 is screwed and connected through the power negative electrode interface 2112 and the power positive electrode interface 2111 to realize power supply transmission and waterproof sealing, the motor controller 21, the first driving motor 22 and the second driving motor 23 are connected with a whole vehicle cooling circulation waterway through the water inlet pipe 254 and the water outlet pipe 255 to realize cooling and heat dissipation, and the output flange 244 of the speed reducer 24 is connected with the whole vehicle transmission mechanism 3 to realize rotation speed and torque power transmission.

In this embodiment, the output ends of the first driving motor 22 and the second driving motor 23 are respectively connected with a dual-input speed reducer 24, including a single motor driving mode, a dual motor driving mode and a fault limp driving mode, where the single motor driving mode is that the first driving motor 22 or the second driving motor 23 is independently driven; the dual motor driving is that the first driving motor 22 and the second driving motor 23 are simultaneously driven; when one of the first driving motor 22 and the second driving motor 23 fails, the motor controller 21 controls the other motor to be driven at a low speed without failure. When the required torque of the whole vehicle is smaller, the two driving motors can be independently driven, when the required torque of the whole vehicle is larger, the two driving motors can be simultaneously driven, the torque output range is enlarged, and when one driving motor fails, the other driving motor is not influenced. The output end of the speed reducer 24 adopts a single-speed-ratio output flange 244, which is different from a multi-gear gearbox, and a gear shifting mechanism and a gearbox controller are not needed, so that the whole vehicle is convenient to control.

Referring to fig. 5, fig. 5 is a schematic view showing a cooling water channel 25 according to an embodiment of the present utility model. In the present embodiment, the cooling water channel 25 further comprises a first water channel 251, a second water channel 252 and a controller water channel 253, wherein the first water channel 251 is arranged in the first driving motor 22; the second water channel 252 is arranged in the second driving motor 23; the controller water channel 253 is arranged in the motor controller 21, and one end of the controller water channel 253 is connected with a cooling circulation system of the new energy commercial vehicle through a water inlet pipe 254; the other end of the controller water channel 253 is connected with a motor water inlet pipe 257 of the first water channel 251; a motor outlet pipe 258 of the first water channel 251 is connected with a motor inlet pipe 257 of the second water channel 252; the water outlet pipe 255 of the second water channel 252 is connected with the cooling circulation system of the new energy commercial vehicle. The other end of the controller water channel 253 is connected with a motor water inlet pipe 257 of the first water channel 251 through a switching water pipe 256; the motor outlet pipe 258 of the first waterway 251 is connected to the motor inlet pipe 257 of the second waterway 252 through a connection hose 259. The cooling liquid firstly flows into the controller water channel 253 through the water inlet pipe 254 to cool the interior of the motor controller 21, then flows out of the motor controller 21 through the switching water pipe 256 to enter the first water channel 251 for cooling the interior of the first driving motor 22, then flows into the connecting hose 259 through the motor water outlet pipe 258, flows into the second water channel 252 through the motor water inlet pipe 257 for cooling the interior of the second driving motor 23, and finally flows back to the whole vehicle cooling circulation system through the water outlet pipe 255.

Referring to fig. 6 and 7, fig. 6 is a schematic diagram of the operation of the controller according to an embodiment of the present utility model, and fig. 7 is a schematic diagram of the structure of the high voltage harness 218 and the low voltage signal harness 217 according to an embodiment of the present utility model. The high-voltage wire harness 218 of this embodiment includes a U copper bar 2181, a V copper bar 2182 and a W copper bar 2183 that are disposed corresponding to the first driving motor 22 and the second driving motor 23, respectively, one ends of the U copper bar 2181, the V copper bar 2182 and the W copper bar 2183 are connected with corresponding three-phase terminals of the first driving motor 22 and the second driving motor 23, respectively, and the other ends of the U copper bar 2181, the V copper bar 2182 and the W copper bar 2183 are connected with corresponding IGBT modules 214, respectively. The thin film capacitor 215, the discharging resistor 216, the IGBT module 214 and a part of the driving board 213 form a high voltage loop, the high voltage loop executes a control signal to convert direct current into alternating current, the control board 212 and the other part of the driving board 213 form a low voltage loop, and the low voltage loop generates corresponding PWM according to the whole vehicle command and the double motor state (including rotation speed, torque and position) to control the power device of the strong current loop. The motor controller 21 obtains the rotation speed and temperature data of the two motors through the low-voltage signal wire harness 217 corresponding to the first driving motor 22 and the second driving motor 23 respectively, and provides high voltage and current for the two motors through the U copper bar 2181, the V copper bar 2182 and the W copper bar 2183 corresponding to the first driving motor 22 and the second driving motor 23 respectively, so that the rotation speed and torque required by the whole vehicle are provided, and the low-voltage signal wire harness 217 and the high-voltage wire harness 218 are all integrated inside the first driving motor 22, the second driving motor 23 and the box 211.

The motor controller 21 is powered by 12V or 24V provided by the low-voltage power supply 7, the motor controller 21 is awakened to receive a rotating speed torque command of the whole vehicle controller 8, direct current is obtained from the high-voltage distribution box 6, the direct current is converted into alternating current through the inside of the motor controller 21 and is provided for the first driving motor 22 and the second driving motor 23, the rotating speed torque of the first driving motor 22 and the second driving motor 23 is transmitted to a main speed reducer 34 on the whole vehicle through a speed reducer 24 and an output flange 244, and is transmitted to a differential 33 after speed reduction and torque increase and finally distributed to left and right front wheels 41 and rear wheels 42, so that the whole vehicle is driven. According to the requirements of different working conditions of the whole vehicle, different working modes are adopted: if the torque required by the whole vehicle is smaller, a single motor driving mode can be adopted under the condition of no-load on a flat road of the whole vehicle; if the torque required by the whole vehicle is large, a double-motor driving mode can be adopted under the condition that the whole vehicle is fully loaded and climbs a slope; if one of the driving motors fails and cannot work normally, the motor controller 21 collects motor failure information and transmits the motor failure information to the whole vehicle controller 8, the whole vehicle controller 8 judges failure grades and can enter a whole vehicle limp mode according to requirements, and the motor controller 21 controls the other driving motor to ensure that the whole vehicle can enter a factory to be maintained at a low speed.

The utility model integrates two motor controllers 21 driven by double motors, adopts one motor controller 21 to control two driving motors, reduces the assembly parts of the motor controllers 21 in the power device 2, saves the arrangement space of the whole vehicle and saves the cost of a driving system; aiming at the problems of excessive pipelines and lines required by double-motor driving, a double-motor controller 21 is integrated above the double motors, a box 211 of the motor controller 21 is integrally installed with end covers of the two driving motors, the inside of the box is respectively connected with a low-voltage signal wire harness 217 through a three-phase high-voltage wire harness 218, after the motor controller 21 is integrally installed with a cooling water channel 25, a whole vehicle client is only required to be connected with one water inlet pipe 254 and one water outlet pipe 255, and the assembly is simple and convenient; the motor controller 21 can respectively control the two driving motors, and the driving plate 213, the control plate 212, the thin film capacitor 215 and other parts of the motor controller 21 are shared by the two driving motors, so that the heat dissipation loss and the energy loss caused by a plurality of parts in the controller are reduced, the energy conversion efficiency and the driving efficiency are improved, and the whole vehicle endurance mileage is increased.

In addition, compared with a structure of adopting an integrated shell to install two motors, the integrated shell is limited by the fact that the electronic components inside the controller are assembled and must meet the requirements of antistatic and anti-electromagnetic interference environments, final assembly and testing are finally needed to be completed in a controller workshop, the integrated shell is suitable for two-in-one or two-in-one production of small motors of passenger vehicles, the commercial vehicle platform motor is large, the working space of the controller workshop is limited, the integrated motor and the 24 parts of the speed reducer are large in size, and the integrated shell is not suitable for final assembly in the controller workshop. The two driving motors are independent, so that the double motors (the first driving motor 22 and the second driving motor 23), the speed reducer 24 and the motor controller 21 can be assembled independently, final assembly integration and testing can be completed in a motor assembly workshop, and later maintenance can be independently disassembled, overhauled, maintained or replaced, so that the motor assembly device is more practical.

Of course, the present utility model is capable of other various embodiments and its several details are capable of modification and variation in light of the present utility model, as will be apparent to those skilled in the art, without departing from the spirit and scope of the utility model as defined in the appended claims.

Claims

1. The utility model provides a power device of new forms of energy commercial car which characterized in that includes:

A first driving motor;

A second driving motor;

2. The power plant of a new energy commercial vehicle of claim 1, further comprising a cooling water channel comprising a first water channel, a second water channel, and a controller water channel, the first water channel disposed within the first drive motor; the second water channel is arranged in the second driving motor; the controller water channel is arranged in the motor controller, and one end of the controller water channel is connected with the cooling circulation system of the new energy commercial vehicle through a water inlet pipe; the other end of the controller water channel is connected with a motor water inlet pipe of the first water channel; the motor water outlet pipe of the first water channel is connected with the motor water inlet pipe of the second water channel; and the water outlet pipe of the second water channel is connected with a cooling circulation system of the new energy commercial vehicle.

3. The power device of the new energy commercial vehicle according to claim 2, wherein the other end of the controller water channel is connected with a motor water inlet pipe of the first water channel through a transfer water pipe; and a motor water outlet pipe of the first water channel is connected with a motor water inlet pipe of the second water channel through a connecting hose.

4. The power unit of the new energy commercial vehicle according to claim 1, wherein the front ends of the cases are mounted on the front end covers of the first and second driving motors through L-shaped brackets, respectively.

5. The power device of the new energy commercial vehicle according to claim 1, wherein the output end is a single-speed ratio output flange, the single-speed ratio output flange is connected with one end of a transmission shaft of the new energy commercial vehicle, and the other end of the transmission shaft is connected with a drive rear axle of the new energy commercial vehicle.

6. The power device of the new energy commercial vehicle according to claim 1, wherein the external spline shaft of the output end of the first driving motor is engaged with the internal spline shaft of the first input end to transmit power, and the external spline shaft of the output end of the second driving motor is engaged with the internal spline shaft of the second input end to transmit power.

7. The power device of the new energy commercial vehicle according to claim 1, wherein the high-voltage wire harness comprises a U copper bar, a V copper bar and a W copper bar which are respectively arranged corresponding to the first driving motor and the second driving motor, one ends of the U copper bar, the V copper bar and the W copper bar are respectively connected with three-phase terminals of the corresponding first driving motor and the corresponding second driving motor, and the other ends of the U copper bar, the V copper bar and the W copper bar are respectively connected with the corresponding IGBT module.

8. The power unit of the new energy commercial vehicle according to claim 1, wherein the thin film capacitor, the discharge resistor, the IGBT module and a part of the driving board form a high voltage circuit, and the control board and another part of the driving board form a low voltage circuit.

9. The power plant of a new energy commercial vehicle according to claim 1, comprising a single motor drive, a double motor drive, and a fail-limp drive mode, the single motor drive being the first drive motor or the second drive motor alone; the double-motor driving is that the first driving motor and the second driving motor are driven simultaneously; and when one of the first driving motor and the second driving motor fails, the motor controller controls the other motor without failure to drive at a low speed.

10. A new energy commercial vehicle characterized by comprising a power plant as claimed in any one of claims 1-9.