CN116062035A - Driving system and vehicle - Google Patents

Driving system and vehicle Download PDF

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Publication number
CN116062035A
CN116062035A CN202310064674.7A CN202310064674A CN116062035A CN 116062035 A CN116062035 A CN 116062035A CN 202310064674 A CN202310064674 A CN 202310064674A CN 116062035 A CN116062035 A CN 116062035A
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CN
China
Prior art keywords
suspension
plate
supporting
bottom plate
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310064674.7A
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Chinese (zh)
Inventor
王全海
何成林
徐伟
侯成
孙艳林
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Sany Heavy Equipment Co Ltd
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Sany Heavy Equipment Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sany Heavy Equipment Co Ltd filed Critical Sany Heavy Equipment Co Ltd
Priority to CN202310064674.7A priority Critical patent/CN116062035A/en
Publication of CN116062035A publication Critical patent/CN116062035A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/11—Understructures, i.e. chassis frame on which a vehicle body may be mounted with resilient means for suspension, e.g. of wheels or engine; sub-frames for mounting engine or suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

The invention provides a driving system and a vehicle, wherein the driving system comprises: the driving mechanism comprises an engine, a gearbox and a motor, wherein the engine comprises a body and a flywheel shell, one end of the flywheel shell is connected with the body, the other end of the flywheel shell is connected with the gearbox, and the gearbox is connected with the motor; the suspension mechanism is used for being arranged on a frame of the vehicle and comprises a first suspension component, a second suspension component and a third suspension component, wherein the first suspension component is connected with the flywheel shell, the second suspension component is connected with the gearbox and the motor, and the third suspension component is connected with the body.

Description

Driving system and vehicle
Technical Field
The invention relates to the technical field of engineering vehicles, in particular to a driving system and a vehicle.
Background
In the related art, a drive assembly of a hybrid type construction vehicle includes an engine, a transmission, and a motor, and thus the weight of the drive assembly is large. In the process of implementing the present invention, the inventor finds that at least the following problems exist in the prior art: when the driving assembly is placed on the suspension assembly, the flywheel housing of the engine in the driving assembly has a large bending moment, so that the flywheel housing is easy to damage under the action of the large bending moment, and the service life of the flywheel housing is influenced.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art or related art.
To this end, a first aspect of the invention proposes a drive system.
A second aspect of the present invention proposes a vehicle.
In view of this, a first aspect of the present invention proposes a drive system for a vehicle, the drive system comprising: the driving mechanism comprises an engine, a gearbox and a motor, wherein the engine comprises a body and a flywheel shell, one end of the flywheel shell is connected with the body, the other end of the flywheel shell is connected with the gearbox, and the gearbox is connected with the motor; the suspension mechanism is used for being arranged on a frame of the vehicle and comprises a first suspension component, a second suspension component and a third suspension component, wherein the first suspension component is connected with the flywheel shell, the second suspension component is connected with the gearbox and the motor, and the third suspension component is connected with the body.
The present invention provides a drive system that can be used for a vehicle, in particular, a hybrid-type engineering vehicle. The drive system includes a drive mechanism operable to drive the vehicle in motion to effect movement of the vehicle. The driving mechanism comprises an engine, a gearbox and a motor, wherein the output shafts of the gearboxes of the engine and the motor are connected with the input shaft of the gearbox, and the output shaft of the gearbox can be connected with the wheel axle of the vehicle so as to drive the wheel axle of the vehicle. That is, the driving mechanism may provide driving force by the engine or by the motor, that is, the driving mechanism is a hybrid mechanism.
Further, the engine comprises a body, and an output shaft of the body is connected with a flywheel. Meanwhile, the engine comprises a flywheel shell, and the flywheel shell is covered outside the flywheel to protect the flywheel. And, one end of the flywheel housing is connected with the body of the engine. Further, one end of a gearbox of the driving mechanism is connected with the other end of the flywheel housing, and a motor of the driving mechanism is connected with the other end of the gearbox at the same time, so that connection among an engine, the gearbox and the motor is realized, and the structural integrity of the driving mechanism is realized.
Further, the driving system further comprises a suspension mechanism, wherein the suspension mechanism is used for being arranged on the frame of the vehicle, and meanwhile the driving mechanism is arranged on the suspension mechanism, so that the driving mechanism is supported, and the stability of the driving mechanism on the frame of the vehicle is guaranteed. Specifically, the suspension mechanism includes a first suspension assembly, a second suspension assembly, and a third suspension assembly, and the first suspension assembly is connected with the flywheel housing, the second suspension assembly is connected with the gearbox and the motor, and the third suspension assembly is connected with the body of the engine. That is, the middle part and the front and rear parts of the driving mechanism are respectively supported by the first suspension assembly, the second suspension assembly and the third suspension assembly, so that the bearing capacity of the suspension mechanism is ensured, and the stability of the driving mechanism is improved.
Further, the first suspension system is connected with the flywheel housing of the engine, namely, the flywheel housing is directly arranged on the first suspension system, so that the moment of bending caused by the gravity action of the driving mechanism and the flywheel housing of the engine can be avoided. Meanwhile, the second suspension assembly and the third suspension assembly are used for supporting the body of the engine, the gearbox and the motor respectively, namely, the driving mechanism is supported at two ends of the flywheel housing of the engine, so that the part at two ends of the flywheel housing is reduced to generate larger bending moment under the action of gravity. Specifically, according to the weight of the driving mechanism, the size of the driving mechanism and the position of the integral gravity center of the driving mechanism, the positions of the second suspension assembly and the third suspension assembly can be adjusted, so that the bending moment generated by the flywheel casing of the engine is zero, and the service life of the flywheel casing is ensured to the greatest extent.
It can be understood that under the condition that the driving mechanism simultaneously comprises an engine and a motor, the whole weight of the driving mechanism is large, and therefore, the driving mechanism is supported at the middle part and the front and the rear parts of the driving mechanism simultaneously by arranging the suspension mechanism into a first suspension assembly, a second suspension assembly and a third suspension assembly, so that the weight dispersion of the driving mechanism on the suspension mechanism is realized, the bearing capacity of the suspension assembly is improved, and the stability between the driving mechanism with large weight and the frame of the vehicle is ensured.
The driving system comprises the driving mechanism and the suspension mechanism, and the engine and the motor are arranged to realize the output of the hybrid power of the driving mechanism, so that the driving performance of the driving system is improved. Further, the suspension mechanism is arranged to be the first suspension assembly, the second suspension assembly and the third suspension assembly, so that the driving mechanism can be supported at the middle part and the front and the rear parts of the driving mechanism at the same time, the weight dispersion of the driving mechanism on the suspension mechanism is realized, and the bearing capacity of the suspension assembly is further improved. Meanwhile, the first suspension component is connected with the flywheel housing of the engine, so that bending moment generated on the flywheel housing due to the gravity action of the driving mechanism and the flywheel housing of the engine can be avoided, and further, the second suspension component and the third suspension component which are positioned on two sides of the first suspension component are matched, so that the bending moment generated by the flywheel housing is relatively large due to the gravity action of the parts at two ends of the flywheel housing, damage caused by overlarge bending moment of the flywheel housing is avoided, and the service life of the flywheel housing is prolonged.
In addition, the driving system in the technical scheme provided by the invention can also have the following additional technical characteristics:
In the above technical solution, further, the first suspension assembly includes: the first supporting part is connected with the flywheel shell; the first bearing part is used for being connected with a frame of the vehicle; the first connecting piece is connected with the first supporting part and the first bearing part; the first buffer part is arranged on the first connecting piece and is positioned between the first supporting part and the first bearing part.
In this technical scheme, first suspension subassembly includes first supporting part and first supporting part, and wherein, first supporting part is used for being connected with the frame of vehicle, and correspondingly, first supporting part is connected with first supporting part to be connected the flywheel casing with first supporting part, and then realized supporting the flywheel casing through first suspension subassembly.
Further, the first suspension assembly further comprises a first connecting piece, and the first supporting portion and the first bearing portion can be connected through the first connecting piece, so that the stability of the relative position between the first supporting portion and the first bearing portion is guaranteed.
Further, the first suspension assembly further comprises a first buffer part, the first buffer part can be arranged on the first connecting piece, and meanwhile the first buffer part is arranged between the first supporting part and the first bearing part, so that when the first supporting part and the first bearing part relatively move, the first buffer part can buffer, rigid collision between the first supporting part and the first bearing part is avoided, the first supporting part and the first bearing part are effectively prevented from being damaged, and the service life of the first suspension assembly is guaranteed.
In any of the above aspects, further, the first supporting portion includes: the first supporting plate is connected with the flywheel shell; the first bottom plate is connected with the first supporting plate, and the first connecting piece is connected with the first bottom plate; and one end of the first connecting rib is connected with the first supporting plate, and the other end of the first connecting rib is connected with the first bottom plate.
In this technical scheme, first supporting part includes first backup pad and first bottom plate, and wherein, first backup pad is connected with the flywheel shell, and correspondingly, first bottom plate is connected with first supporting portion.
Further, the first supporting portion further comprises a first connecting rib, one end of the first connecting rib is connected with the first supporting plate, and the other end of the first connecting rib is connected with the first bottom plate. Through the setting of first connecting rib, can strengthen the joint strength between first backup pad and the first bottom plate, improve the stability of relative position between first backup pad and the first bottom plate, and then improve the stability of first supporting part to the support of flywheel housing, also improved the bearing capacity of first suspension component promptly.
In any of the above aspects, further, the first buffer portion includes: the two cushion pads are sleeved on the first connecting piece and are respectively positioned at two sides of the first bottom plate; the gasket is sleeved on the first connecting piece and is positioned between the buffer cushion and the end part of the first connecting piece.
In this technical scheme, first buffer part can include two the same blotter, and two blotters are located the both sides of first bottom plate respectively, namely, one of them blotter's both ends are located between first bottom plate and the first supporting part, when first supporting part takes place relative motion with first supporting part, avoid taking place the collision between first supporting part and the first bottom plate through the blotter.
The other cushion pad is located between the first floor and the end of the first connector. It will be appreciated that in the case of the first connector being a bolt, a further cushion pad is located between the first base plate and the nut of the bolt, and when the first base plate moves, the cushion pad is able to avoid a collision between the first base plate and the nut of the bolt, thereby ensuring that the base plate and the bolt collide and cause damage.
Further, the first buffer part further comprises a gasket, and the gasket is sleeved on the first connecting piece and is positioned between the end part of the first connecting piece and the buffer pad. Specifically, under the condition that the first connecting piece is the bolt, the gasket is located between the nut of bolt and the blotter to through the area of contact of gasket increase blotter, avoid the blotter atress inhomogeneous and take place to damage, improve the life of blotter.
In any of the above aspects, further, the first support portion is connected to a transmission case.
In the technical scheme, the first supporting part can be connected with the gearbox, namely, the first supporting part can be connected with the flywheel housing and the gearbox at the same time, so that the flywheel housing and the gearbox are connected through the first supporting part to form a rigid body, and the gravity of the gearbox on the flywheel housing connected with the rigid body is reduced, namely, the bending moment on the flywheel housing is reduced, namely, the gravity of the gearbox is acted on the first supporting part, and the bending moment generated on the flywheel housing is supported through the first supporting part. Thereby reducing the bending moment of the flywheel housing, avoiding the flywheel housing from being damaged, and prolonging the service life of the flywheel housing.
In any of the above aspects, further, the first support portion includes: the second supporting plate is used for being connected with a frame of the vehicle; the second bottom plate is connected with the second supporting plate, and the first connecting piece is connected with the second bottom plate; and one end of the second connecting rib is connected with the second supporting plate, and the other end of the second connecting rib is connected with the second bottom plate.
In this solution, the first support comprises a second support plate and a second bottom plate, wherein the second support plate is adapted to be connected to the frame of the vehicle, and correspondingly the second bottom plate is connected to the first support.
Further, the first bearing portion further comprises a second connecting rib, one end of the second connecting rib is connected with the second supporting plate, and the other end of the second connecting rib is connected with the second bottom plate. Through the setting of second connecting rib, can strengthen the joint strength between second backup pad and the second bottom plate, improve the stability of relative position between second backup pad and the second bottom plate, and then improve the stability of first supporting portion to drive assembly's support, also improved first suspension assembly's bearing capacity promptly.
In any of the foregoing solutions, further, the second suspension assembly includes: one end of the connecting plate is connected with the gearbox, and the other end of the connecting plate is connected with the motor; the second supporting part is connected with the connecting plate; the second bearing part is used for being connected with a frame of the vehicle; the second connecting piece is connected with the second supporting part and the second bearing part; the second buffer part is arranged on the second connecting piece and is positioned between the second supporting part and the second bearing part.
In this technical scheme, the second suspension subassembly includes the connecting plate, is connected through the one end with the connecting plate with the gearbox, is connected the other end with the motor of connecting plate to realized connecting the position a rigid body with gearbox and motor through the connecting plate, make the second suspension subassembly support gearbox and motor simultaneously, avoid self gravity to lead to the connection between gearbox and the motor to take place to damage, guarantee drive assembly's structural stability.
Further, the second suspension assembly comprises a second supporting portion and a second bearing portion, wherein the second bearing portion is used for being connected with a frame of a vehicle, and accordingly, the second supporting portion is connected with the second bearing portion, and the connecting plate is connected with the second supporting portion, so that the gearbox and the motor are simultaneously supported through the second suspension assembly.
Further, the second suspension assembly further comprises a second connecting piece, and the second supporting portion and the second bearing portion can be connected through the second connecting piece, so that the stability of the relative position between the second supporting portion and the second bearing portion is guaranteed.
Further, the second suspension assembly further comprises a second buffer part, the second buffer part can be arranged on the second connecting piece, and meanwhile the second buffer part is arranged between the second supporting part and the second bearing part, so that when the second supporting part and the second bearing part relatively move, the second buffer part can buffer, rigid collision between the second supporting part and the second bearing part is avoided, damage to the second supporting part and the second bearing part is effectively avoided, and the service life of the second suspension assembly is guaranteed.
In any of the above aspects, further, the second supporting portion includes: the third bottom plate is connected with the connecting plate; and one end of the third connecting rib is connected with the connecting plate, and the other end of the third connecting rib is connected with the third bottom plate.
In this technical scheme, the second supporting part includes the third bottom plate, and the third bottom plate is connected with the connecting plate.
Further, the second supporting portion further comprises a third connecting rib, one end of the third connecting rib is connected with the connecting plate, and the other end of the third connecting rib is connected with the third bottom plate. Through the setting of third connecting rib, can strengthen the joint strength between connecting plate and the third bottom plate, improve the stability of relative position between connecting plate and the third bottom plate, and then improve the stability of second supporting part to the support of gearbox and motor, also improved the bearing capacity of second suspension subassembly promptly.
In any of the foregoing solutions, further, the third suspension assembly includes: a third supporting part connected with the body; the third bearing part is used for being connected with the frame of the vehicle; the third connecting piece is connected with the third supporting part and the third bearing part; the third buffer part is arranged on the third connecting piece and is positioned between the third supporting part and the third bearing part.
In this technical scheme, the third suspension subassembly includes third supporting part and third bearing portion, and wherein, third bearing portion is used for being connected with the frame of vehicle, and correspondingly, third supporting part is connected with third bearing portion to be connected the body of engine with third supporting part, and then realized supporting the body of engine through the third suspension subassembly.
Further, the third suspension assembly further comprises a third connecting piece, and the third supporting portion and the third bearing portion can be connected through the third connecting piece, so that the stability of the relative position between the third supporting portion and the third bearing portion is guaranteed.
Further, the third suspension assembly further comprises a third buffer part, the third buffer part can be arranged on the third connecting piece, meanwhile, the third buffer part is arranged between the third supporting part and the third bearing part, so that when the third supporting part and the third bearing part relatively move, the third buffer part can buffer, rigid collision between the third supporting part and the third bearing part is avoided, the third supporting part and the third bearing part are effectively prevented from being damaged, and the service life of the third suspension assembly is guaranteed.
Further, the third supporting portion includes a fifth supporting plate and a sixth bottom plate, wherein the fifth supporting plate is connected with the body of the engine, and correspondingly, the sixth bottom plate is connected with the third bearing portion. And a sixth connecting rib can be further arranged between the fifth supporting plate and the sixth bottom plate so as to improve the stability of connection between the fifth supporting plate and the sixth bottom plate.
In any of the above technical solutions, further, the number of the first suspension assemblies is two, and the two first suspension assemblies are respectively located at two sides of the central axis of the driving mechanism; the number of the second suspension components is two, and the two second suspension components are respectively positioned at two sides of the central axis of the driving mechanism; the number of the third suspension components is two, and the two third suspension components are respectively positioned at two sides of the central axis of the driving mechanism.
In the technical scheme, the number of the first suspension assemblies is two, and the two first suspension assemblies are respectively positioned at two sides of the central axis of the driving mechanism, so that the two first suspension assemblies can support the driving mechanism at two sides of the central axis of the driving mechanism to ensure the stability of the driving mechanism.
Correspondingly, the number of the second suspension assemblies is also two, and the two second suspension assemblies are respectively positioned at two sides of the central axis of the driving mechanism, so that the two second suspension assemblies can support the driving mechanism at two sides of the central axis of the driving mechanism to ensure the stability of the driving mechanism.
Correspondingly, the number of the third suspension assemblies is also two, and the two third suspension assemblies are respectively positioned at two sides of the central axis of the driving mechanism, so that the two third suspension assemblies can support the driving mechanism at two sides of the central axis of the driving mechanism to ensure the stability of the driving mechanism.
The number of the first suspension components, the second suspension components and the third suspension components is two, so that six-point support of the driving mechanism is realized, the uniformity of stress of the suspension mechanism is ensured, the bearing capacity of the suspension mechanism is improved, and the stability of the support of the driving mechanism is ensured.
According to a second aspect of the invention, a vehicle is proposed, comprising a drive system according to any of the above-mentioned solutions.
The vehicle provided by the invention comprises the driving system in any one of the technical schemes, so that the vehicle comprises all the beneficial effects of the driving system, and the description is omitted herein.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 shows a schematic diagram of the drive system of one embodiment of the present invention;
FIG. 2 illustrates a schematic diagram of a first suspension assembly of the drive system of FIG. 1;
FIG. 3 illustrates a schematic diagram of a second suspension assembly of the drive system of FIG. 1;
fig. 4 shows a schematic structural view of a third suspension assembly in the drive system of fig. 1.
Wherein, the correspondence between the reference numerals and the component names in fig. 1 to 4 is:
100 drive system, 102 drive mechanism, 104 engine, 106 gearbox, 108 motor, 110 body, 112 flywheel housing, 114 suspension mechanism, 116 first suspension assembly, 118 second suspension assembly, 120 third suspension assembly, 122 first support, 124 first support, 126 first connection, 128 first buffer, 130 first support plate, 132 first base plate, 134 first connection bar, 136 buffer, 138 spacer, 140 second support plate, 142 second base plate, 144 second connection bar, 146 connection plate, 148 second support, 150 second support, 152 second connection, 154 second buffer, 156 third base plate, 158 third connection bar, 160 third support, 162 third support, 164 third connection, 166 third buffer, 168 third support plate, 170 fourth base plate, 172 fourth connection bar, 174 fourth support plate, 176 fifth base plate, 178 fifth connection bar, 180 fifth support plate, 182 sixth base plate, 184 sixth connection bar.
Detailed Description
In order that the above-recited objects, features and advantages of the present invention will be more clearly understood, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description. It should be noted that, in the case of no conflict, the embodiments of the present application and the features in the embodiments may be combined with each other.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those described herein, and therefore the scope of the present invention is not limited to the specific embodiments disclosed below.
A drive system and a vehicle according to some embodiments of the invention are described below with reference to fig. 1 to 4.
According to a first aspect of the present invention, as shown in fig. 1, a drive system 100 for a vehicle is presented, the drive system 100 comprising a drive mechanism 102 and a suspension mechanism 114, wherein the suspension mechanism 114 is adapted to support the drive mechanism 102. The driving mechanism 102 comprises an engine 104, a gearbox 106 and a motor 108, wherein the engine 104 comprises a body 110 and a flywheel housing 112, one end of the flywheel housing 112 is connected with the body 110, the other end of the flywheel housing 112 is connected with the gearbox 106, and the gearbox 106 is connected with the motor 108; the suspension mechanism 114 is configured to be disposed on a frame of a vehicle, and the suspension mechanism 114 includes a first suspension assembly 116, a second suspension assembly 118, and a third suspension assembly 120, the first suspension assembly 116 being coupled to the flywheel housing 112, the second suspension assembly 118 being coupled to the gearbox 106 and the motor 108, and the third suspension assembly 120 being coupled to the body 110.
The present invention provides a drive system 100 that may be used with a vehicle, and in particular, with a hybrid-type work vehicle. The drive system 100 includes a drive mechanism 102, the drive mechanism 102 being operable to drive the vehicle in motion to effect movement of the vehicle. The driving mechanism 102 comprises an engine 104, a gearbox 106 and a motor 108, wherein the output shafts of the gearbox 106 of the engine 104 and the motor 108 are connected with the input shaft of the gearbox 106, and the output shaft of the gearbox 106 can be connected with the wheel axle of the vehicle so as to drive the wheel axle of the vehicle. That is, the drive mechanism 102 may provide drive force through both the engine 104 and the motor 108, i.e., the drive mechanism 102 is a hybrid mechanism.
Further, the engine 104 includes a body 110, and a flywheel is connected to an output shaft of the body 110. Meanwhile, the engine 104 comprises a flywheel housing 112, and the flywheel housing 112 is covered outside the flywheel to protect the flywheel. One end of flywheel housing 112 is connected to body 110 of engine 104. Further, one end of the gearbox 106 of the driving mechanism 102 is connected with the other end of the flywheel housing 112, and the motor 108 of the driving mechanism 102 is connected with the other end of the gearbox 106 at the same time, so that the connection among the engine 104, the gearbox 106 and the motor 108 is realized, that is, the structural integrity of the drivable mechanism 102 is realized.
Further, the drive system 100 also includes a suspension mechanism 114, the suspension mechanism 114 being configured to be disposed on a frame of the vehicle, while the drive mechanism 102 is disposed on the suspension mechanism 114 to provide support for the drive mechanism 102, thereby ensuring stability of the drive mechanism 102 on the frame of the vehicle. Specifically, suspension mechanism 114 includes a first suspension assembly 116, a second suspension assembly 118, and a third suspension assembly 120, and first suspension assembly 116 is coupled to flywheel housing 112, second suspension assembly 118 is coupled to gearbox 106 and motor 108, and third suspension assembly 120 is coupled to body 110 of engine 104. That is, the middle and front and rear portions of the driving mechanism 102 are supported by the first, second and third suspension assemblies 116, 118 and 120, respectively, thereby securing the bearing force of the suspension mechanism 114 and improving the stability of the driving mechanism 102.
It will be appreciated that where the drive mechanism 102 includes both the motor 104 and the motor 108, the overall weight of the drive mechanism 102 is greater, and therefore, by providing the suspension mechanism 114 as a first suspension assembly 116, a second suspension assembly 118, and a third suspension assembly 120, the drive mechanism 102 is supported at the middle and front and rear portions of the drive mechanism 102 at the same time, resulting in a weight spread of the drive mechanism 102 across the suspension mechanism 114, thereby improving the bearing capacity of the suspension assemblies and ensuring stability between the heavy drive mechanism 102 and the frame of the vehicle.
Further, the first suspension system is connected to the flywheel housing 112 of the engine 104, that is, the flywheel housing 112 is directly placed on the first suspension system, so that the self-gravity action of the driving mechanism 102 and the flywheel housing 112 of the engine 104 can be prevented from causing bending moment on the flywheel housing 112. Meanwhile, the body 110 of the engine 104, the gearbox 106 and the motor 108 are respectively supported by the second suspension assembly 118 and the third suspension assembly 120, that is, the driving mechanism 102 is supported at two ends of the flywheel housing 112 of the engine 104, so that the bending moment generated by the flywheel housing 112 is reduced due to the gravity effect of the parts at the two ends of the flywheel housing 112. Specifically, depending on the weight of the drive mechanism 102, the size of the drive mechanism 102, and the location of the center of gravity of the drive mechanism 102 as a whole, the positions of the second suspension assembly 118 and the third suspension assembly 120 may be adjusted so that the bending moment generated by the flywheel housing 112 of the engine 104 is zero, thereby maximizing the service life of the flywheel housing 112.
The driving system 100 provided by the invention comprises the driving mechanism 102 and the suspension mechanism 114, and the output of the hybrid power of the driving mechanism 102 can be realized by arranging the engine 104 and the motor 108, so that the driving performance of the driving system 100 is improved. Further, by providing the suspension mechanism 114 as the first suspension assembly 116, the second suspension assembly 118, and the third suspension assembly 120, the driving mechanism 102 can be supported at the middle and front and rear portions of the driving mechanism 102 at the same time, so that weight dispersion of the driving mechanism 102 on the suspension mechanism 114 is achieved, and the bearing capacity of the suspension assemblies is improved. Meanwhile, the first suspension assembly 116 is arranged to be connected with the flywheel housing 112 of the engine 104, so that bending moment generated on the flywheel housing 112 due to self gravity action of the driving mechanism 102 and the flywheel housing 112 of the engine 104 can be avoided, and further, the second suspension assembly 118 and the third suspension assembly 120 which are positioned on two sides of the first suspension assembly 116 are matched, so that larger bending moment generated on the flywheel housing 112 due to the gravity action of parts at two ends of the flywheel housing 112 is reduced, damage caused by overlarge bending moment of the flywheel housing 112 is avoided, and the service life of the flywheel housing 112 is prolonged.
In the above embodiment, further, as shown in fig. 2, the first suspension assembly 116 includes a first supporting portion 122 and a first bearing portion 124, wherein the first supporting portion 122 is connected to the flywheel housing 112; the first bearing part 124 is used for being connected with a frame of the vehicle; further, the first suspension assembly 116 further includes a first connector 126, the first connector 126 being coupled to the first support 122 and the first bearing 124; further, the first suspension assembly 116 further includes a first buffer portion 128 disposed on the first connecting member 126 and located between the first supporting portion 122 and the first bearing portion 124.
In this embodiment, the first suspension assembly 116 includes a first support portion 122 and a first bearing portion 124, wherein the first bearing portion 124 is configured to be coupled to a frame of a vehicle, and accordingly, the first support portion 122 is coupled to the first bearing portion 124 and couples the flywheel housing 112 to the first support portion 122, thereby enabling support of the flywheel housing 112 by the first suspension assembly 116.
Further, the first suspension assembly 116 further includes a first connecting member 126, and the first supporting portion 122 and the first bearing portion 124 can be connected by the first connecting member 126, so as to ensure the stability of the relative position between the first supporting portion 122 and the first bearing portion 124.
Specifically, the first connection member 126 may include a bolt, and accordingly, connection holes may be provided on the first bearing portion 124 and the first support portion 122, and the bolt may be inserted through the connection holes on the first bearing portion 124 and the first support portion 122, thereby achieving connection between the first bearing portion 124 and the first support portion 122.
Further, the first suspension assembly 116 further includes a first buffer portion 128, the first buffer portion 128 may be disposed on the first connecting member 126, and meanwhile, the first buffer portion 128 is disposed between the first support portion 122 and the first bearing portion 124, so that when the first support portion 122 and the first bearing portion 124 relatively move, the first buffer portion 128 is used for buffering, so as to avoid rigid collision between the first support portion 122 and the first bearing portion 124, further effectively avoid damage to the first support portion 122 and the first bearing portion 124, and ensure the service life of the first suspension assembly 116.
Specifically, the first buffer portion 128 may be made of a rubber material.
In any of the above embodiments, further, as shown in fig. 2, the first supporting part 122 includes a first supporting plate 130 and a first bottom plate 132, wherein the first supporting plate 130 is connected with the flywheel housing 112; the first base plate 132 is connected to the first support plate 130, and the first connecting member 126 is connected to the first base plate 132; the first supporting portion 122 further includes a first connecting rib 134, one end of the first connecting rib 134 is connected to the first supporting plate 130, and the other end of the first connecting rib 134 is connected to the first bottom plate 132.
In this embodiment, the first support 122 includes a first support plate 130 and a first base plate 132, wherein the first support plate 130 is coupled to the flywheel housing 112, and the first base plate 132 is coupled to the first bearing 124.
Specifically, the first support plate 130 may be connected to the flywheel housing 112 through a plurality of bolts, ensuring connection stability between the first support plate 130 and the flywheel housing 112. The first bottom plate 132 may be provided with a connection hole for the first connecting member 126 to pass through, so as to connect the first bottom plate 132 and the first supporting portion 124.
Further, the first supporting portion 122 further includes a first connecting rib 134, one end of the first connecting rib 134 is connected to the first supporting plate 130, and the other end of the first connecting rib 134 is connected to the first bottom plate 132. Through the arrangement of the first connecting ribs 134, the connection strength between the first support plate 130 and the first bottom plate 132 can be enhanced, the stability of the relative position between the first support plate 130 and the first bottom plate 132 is improved, and then the stability of the first support portion 122 for supporting the flywheel housing 112 is improved, that is, the bearing capacity of the first suspension assembly 116 is improved.
In any of the above embodiments, further, as shown in fig. 2, the first buffer portion 128 includes two buffer pads 136, the buffer pads 136 are sleeved on the first connecting member 126, and the two buffer pads 136 are respectively located at two sides of the first bottom plate 132; the first buffer portion 128 further includes a spacer 138, the spacer 138 being disposed around the first connecting member 126, the spacer 138 being disposed between the buffer 136 and an end of the first connecting member 126.
In this embodiment, the first buffer portion 128 may include two identical buffer pads 136, where the two buffer pads 136 are located on two sides of the first base plate 132, that is, two ends of one buffer pad 136 are located between the first base plate 132 and the first bearing portion 124, and when the first bearing portion 124 and the first supporting portion 122 perform relative movement, collision between the first bearing portion 124 and the first base plate 132 is avoided by the buffer pads 136.
Another cushion 136 is positioned between the first base plate 132 and the end of the first connector 126. It will be appreciated that in the case of the first connector 126 being a bolt, another bumper 136 is located between the first base 132 and the nut of the bolt, and when the first base 132 moves, the bumper 136 prevents the first base 132 from colliding with the nut of the bolt, thereby ensuring that the base and the bolt collide and damage occurs.
Further, the first buffer portion 128 further includes a spacer 138, where the spacer 138 is sleeved on the first connecting member 126 and is located between an end of the first connecting member 126 and the buffer 136. Specifically, in the case where the first connecting member 126 is a bolt, the spacer 138 is located between the nut of the bolt and the cushion 136, so that the contact area of the cushion 136 is increased by the spacer 138, damage to the cushion 136 due to uneven stress is avoided, and the service life of the cushion 136 is prolonged.
In any of the above embodiments, further, the first support 122 is coupled to the gearbox 106.
In this embodiment, the first supporting portion 122 may be further connected to the gear box 106, that is, the first supporting portion 122 may be connected to the flywheel housing 112 and the gear box 106 at the same time, so that the flywheel housing 112 and the gear box 106 may be connected to form a rigid body through the first supporting portion 122, so that the gravity of the gear box 106 acting on the flywheel housing 112 connected thereto is reduced, that is, the bending moment on the flywheel housing 112 is reduced, that is, the gravity of the gear box 106 acts on the first supporting portion 122, and the bending moment generated on the flywheel housing 112 is shared by the first supporting portion 122. Thereby reducing the bending moment of the flywheel housing 112, avoiding the flywheel housing 112 from being damaged, and improving the service life of the flywheel housing 112.
In any of the above embodiments, further, as shown in fig. 2, the first bearing portion 124 includes a second support plate 140 and a second bottom plate 142, wherein the second support plate 140 is used for being connected to a frame of the vehicle; the second bottom plate 142 is connected to the second support plate 140, and the first connecting member 126 is connected to the second bottom plate 142; the first supporting portion 124 further includes a second connecting rib 144, one end of the second connecting rib 144 is connected to the second supporting plate 140, and the other end of the second connecting rib 144 is connected to the second bottom plate 142.
In this embodiment, the first bearing 124 includes a second support plate 140 and a second bottom plate 142, wherein the second support plate 140 is configured to be coupled to the frame of the vehicle, and the second bottom plate 142 is correspondingly coupled to the first support 122.
Specifically, the second support plate 140 may be connected with the frame of the vehicle through a plurality of bolts, ensuring connection stability between the second support plate 140 and the frame. The second bottom plate 142 may be provided with a connection hole for the first connecting member 126 to pass through, so as to connect the second bottom plate 142 and the first supporting portion 122.
Further, the first supporting portion 124 further includes a second connecting rib 144, one end of the second connecting rib 144 is connected to the second supporting plate 140, and the other end of the second connecting rib 144 is connected to the second bottom plate 142. Through the arrangement of the second connecting ribs 144, the connection strength between the second support plate 140 and the second bottom plate 142 can be enhanced, the stability of the relative position between the second support plate 140 and the second bottom plate 142 is improved, and then the stability of the first bearing portion 124 for supporting the driving assembly is improved, that is, the bearing force of the first suspension assembly 116 is improved.
In any of the above embodiments, further, as shown in fig. 3, the second suspension assembly 118 includes: one end of the connecting plate 146 is connected with the gearbox 106, and the other end of the connecting plate 146 is connected with the motor 108; a second support 148 connected to the connection plate 146; a second bearing part 150 for connecting with the frame of the vehicle; the second connecting piece 152, the second connecting piece 152 is connected with the second supporting portion 148 and the second bearing portion 150; the second buffer portion 154 is disposed on the second connecting member 152 and located between the second supporting portion 148 and the second bearing portion 150.
In this embodiment, the second suspension assembly 118 includes the connection plate 146, and by connecting one end of the connection plate 146 with the gearbox 106 and connecting the other end of the connection plate 146 with the motor 108, a rigid body is realized by connecting the gearbox 106 with the motor 108 through the connection plate 146, so that the second suspension assembly 118 can support the gearbox 106 and the motor 108 at the same time, and the connection between the gearbox 106 and the motor 108 caused by self gravity is avoided from being damaged, so that the structural stability of the driving assembly is ensured.
Further, the second suspension assembly 118 includes a second support portion 148 and a second bearing portion 150, wherein the second bearing portion 150 is configured to be coupled to a frame of the vehicle, and accordingly, the second support portion 148 is coupled to the second bearing portion 150, and the connecting plate 146 is coupled to the second support portion 148, thereby enabling simultaneous support of the gearbox 106 and the motor 108 via the second suspension assembly 118.
Further, the second suspension assembly 118 further includes a second connecting member 152, and the second supporting portion 148 and the second bearing portion 150 can be connected by the second connecting member 152, so as to ensure the stability of the relative position between the second supporting portion 148 and the second bearing portion 150.
Specifically, the second connecting piece 152 may also be a bolt, and correspondingly, connecting holes may be provided on the second bearing portion 150 and the second supporting portion 148, and the bolt penetrates through the connecting holes on the second bearing portion 150 and the second supporting portion 148, so as to realize connection between the second bearing portion 150 and the second supporting portion 148.
Further, the second suspension assembly 118 further includes a second buffer portion 154, the second buffer portion 154 may be disposed on the second connecting member 152, and meanwhile, the second buffer portion 154 is disposed between the second support portion 148 and the second bearing portion 150, so that when the second support portion 148 and the second bearing portion 150 move relatively, the second buffer portion 154 is used for buffering, so as to avoid rigid collision between the second support portion 148 and the second bearing portion 150, and further effectively avoid damage to the second support portion 148 and the second bearing portion 150, and ensure the service life of the second suspension assembly 118.
Specifically, the second buffer 154 may be made of a rubber material. Also, the second buffer portion 154 may have the same structure as the first buffer portion 128, that is, include two identical buffer pads 136 and one pad 138.
In any of the above embodiments, further, as shown in fig. 3, the second support portion 148 includes: a third bottom plate 156 connected to the web 146; and one end of the third connecting rib 158 is connected with the connecting plate 146, and the other end of the third connecting rib 158 is connected with the third bottom plate 156.
In this embodiment, the second support 148 includes a third bottom plate 156, the third bottom plate 156 being connected to the web 146.
Specifically, the connection plate 146 may be connected to the gearbox 106 and the motor 108 by a plurality of bolts, ensuring connection stability between the connection plate 146 and the gearbox 106 and the motor 108. The third bottom plate 156 may be provided with a connection hole for the second connecting member 152 to pass through, so as to connect the third bottom plate 156 and the second supporting portion 150.
Further, the second supporting portion 148 further includes a third connecting rib 158, one end of the third connecting rib 158 is connected to the connecting plate 146, and the other end of the third connecting rib 158 is connected to the third bottom plate 156. By the third connecting rib 158, the connection strength between the connecting plate 146 and the third bottom plate 156 can be enhanced, the stability of the relative position between the connecting plate 146 and the third bottom plate 156 can be improved, and the stability of the second supporting portion 148 for supporting the gearbox 106 and the motor 108 can be further improved, that is, the bearing capacity of the second suspension assembly 118 can be improved.
Further, the second bearing portion 150 includes a third support plate 168 and a fourth bottom plate 170, wherein the third support plate 168 is configured to be coupled to a frame of the vehicle, and the fourth bottom plate 170 is correspondingly coupled to the second support portion 148.
Specifically, the third support plate 168 may be connected to the frame of the vehicle through a plurality of bolts, ensuring connection stability between the third support plate 168 and the frame. The fourth bottom plate 170 may have a connection hole formed thereon for the second connecting member 152 to pass therethrough, thereby connecting the fourth bottom plate 170 and the second supporting portion 148.
Further, the second supporting portion 150 further includes a fourth connecting rib 172, one end of the fourth connecting rib 172 is connected to the third supporting plate 168, and the other end of the fourth connecting rib 172 is connected to the fourth bottom plate 170. Through the arrangement of the fourth connecting ribs 172, the connection strength between the third supporting plate 168 and the fourth bottom plate 170 can be enhanced, the stability of the relative position between the third supporting plate 168 and the fourth bottom plate 170 is improved, and the stability of the second bearing portion 150 for supporting the driving assembly is further improved, that is, the bearing force of the first suspension assembly 116 is improved.
In any of the above embodiments, further, as shown in fig. 4, the third suspension assembly 120 includes a third supporting portion 160 and a third bearing portion 162, wherein the third supporting portion 160 is connected with the body 110; the third bearing part 162 is used for being connected with a frame of the vehicle; the third suspension assembly 120 further includes a third link 164, the third link 164 being coupled to the third support 160 and the third bearing 162; the third suspension assembly 120 further includes a third buffer portion 166 disposed on the third connecting member 164 and located between the third supporting portion 160 and the third bearing portion 162.
In this embodiment, the third suspension assembly 120 includes a third supporting portion 160 and a third bearing portion 162, wherein the third bearing portion 162 is configured to be connected to a frame of a vehicle, and accordingly, the third supporting portion 160 is connected to the third bearing portion 162, and the body 110 of the engine 104 is connected to the third supporting portion 160, so that the body 110 of the engine 104 is supported by the third suspension assembly 120.
Further, the third suspension assembly 120 further includes a third connecting member 164, and the third supporting portion 160 and the third bearing portion 162 can be connected by the third connecting member 164, so as to ensure the stability of the relative position between the third supporting portion 160 and the third bearing portion 162.
Specifically, the third connecting member 164 may include a bolt, and accordingly, connection holes may be provided on the third bearing portion 162 and the third supporting portion 160, and the bolt may be inserted through the connection holes of the third bearing portion 162 and the third supporting portion 160, thereby achieving connection between the third bearing portion 162 and the third supporting portion 160.
Further, the third suspension assembly 120 further includes a third buffer portion 166, the third buffer portion 166 may be disposed on the third connecting member 164, and meanwhile, the third buffer portion 166 is disposed between the third support portion 160 and the third bearing portion 162, so that when the third support portion 160 and the third bearing portion 162 move relatively, the third buffer portion 166 is used for buffering, so as to avoid rigid collision between the third support portion 160 and the third bearing portion 162, and further effectively avoid damage to the third support portion 160 and the third bearing portion 162, and ensure the service life of the third suspension assembly 120.
Specifically, the third buffer portion 166 may be made of a rubber material. Also, the third buffer portion 166 may have the same structure as the first buffer portion 128 and the second buffer portion 154, that is, include two identical cushion pads 136 and one pad 138.
Further, the third bearing 162 includes a fourth support plate 174 and a fifth base plate 176, wherein the fourth support plate 174 is adapted to be coupled to a frame of a vehicle, and the fifth base plate 176 is correspondingly coupled to the third support 160. Fifth coupling ribs 178 may be further provided between the fourth support plate 174 and the fifth base plate 176 to improve the stability of the coupling between the fourth support plate 174 and the fifth base plate 176.
Further, the third supporting portion 160 includes a fifth supporting plate 180 and a sixth bottom plate 182, wherein the fifth supporting plate 180 is connected to the body 110 of the engine 104, and the sixth bottom plate 182 is connected to the third bearing portion 162. Sixth connection ribs 184 may be further provided between the fifth support plate 180 and the sixth bottom plate 182 to improve the stability of the connection between the fifth support plate 180 and the sixth bottom plate 182.
In any of the above embodiments, further, as shown in fig. 1, the number of the first suspension assemblies 116 is two, and the two first suspension assemblies 116 are respectively located at two sides of the central axis of the driving mechanism 102; the number of the second suspension assemblies 118 is two, and the two second suspension assemblies 118 are respectively positioned at two sides of the central axis of the driving mechanism 102; the number of the third suspension assemblies 120 is two, and the two third suspension assemblies 120 are respectively located at two sides of the central axis of the driving mechanism 102.
In this embodiment, the number of the first suspension assemblies 116 is two, and the two first suspension assemblies 116 are respectively located at two sides of the central axis of the driving mechanism 102, so that the two first suspension assemblies 116 can support the driving mechanism 102 at two sides of the central axis of the driving mechanism 102 to ensure the stability of the driving mechanism 102.
Accordingly, the number of the second suspension assemblies 118 is also two, and the two second suspension assemblies 118 are respectively located at two sides of the central axis of the driving mechanism 102, so that the two second suspension assemblies 118 can support the driving mechanism 102 at two sides of the central axis of the driving mechanism 102, so as to ensure the stability of the driving mechanism 102.
Accordingly, the number of the third suspension assemblies 120 is also two, and the two third suspension assemblies 120 are respectively located at two sides of the central axis of the driving mechanism 102, so that the two third suspension assemblies 120 can support the driving mechanism 102 at two sides of the central axis of the driving mechanism 102, so as to ensure the stability of the driving mechanism 102.
By arranging the number of the first suspension assemblies 116, the second suspension assemblies 118 and the third suspension assemblies 120 to be two, six-point support of the driving mechanism 102 is achieved, uniformity of stress of the suspension mechanism 114 is guaranteed, bearing capacity of the suspension mechanism 114 is improved, and stability of support of the driving mechanism 102 is guaranteed.
According to a second aspect of the present invention, a vehicle is presented comprising a drive system 100 according to any of the embodiments described above.
The vehicle provided by the present invention includes the driving system 100 according to any one of the above embodiments, and therefore, the vehicle includes all the advantages of the driving system 100, which are not described herein.
Specifically, the vehicle may include a mining dump truck or a wide body vehicle.
In the present invention, the term "plurality" means at least two or more, unless explicitly defined otherwise. The terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; "coupled" may be directly coupled or indirectly coupled through intermediaries. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the description of the present specification, the terms "one embodiment," "some embodiments," "particular embodiments," and the like, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (11)

1. A drive system for a vehicle, comprising:
the driving mechanism comprises an engine, a gearbox and a motor, wherein the engine comprises a body and a flywheel shell, one end of the flywheel shell is connected with the body, the other end of the flywheel shell is connected with the gearbox, and the gearbox is connected with the motor;
the suspension mechanism is used for being arranged on a frame of the vehicle and comprises a first suspension component, a second suspension component and a third suspension component, wherein the first suspension component is connected with the flywheel housing, the second suspension component is connected with the gearbox and the motor, and the third suspension component is connected with the body.
2. The drive system of claim 1, wherein the first suspension assembly comprises:
A first support part connected with the flywheel housing;
the first bearing part is used for being connected with the frame of the vehicle;
the first connecting piece is connected with the first supporting part and the first bearing part;
the first buffer part is arranged on the first connecting piece and is positioned between the first supporting part and the first bearing part.
3. The drive system of claim 2, wherein the first support comprises:
the first supporting plate is connected with the flywheel housing;
the first bottom plate is connected with the first supporting plate, and the first connecting piece is connected with the first bottom plate;
the first connecting rib, the one end of first connecting rib with first backup pad is connected, the other end of first connecting rib first bottom plate is connected.
4. A drive system as recited in claim 3, wherein the first buffer comprises:
the two buffer pads are sleeved on the first connecting piece and are respectively positioned at two sides of the first bottom plate;
the gasket is sleeved on the first connecting piece and is positioned between the buffer cushion and the end part of the first connecting piece.
5. The drive system of claim 2, wherein the first support is coupled to the gearbox.
6. The drive system of claim 2, wherein the first bearing comprises:
a second support plate for connection with a frame of the vehicle;
the second bottom plate is connected with the second supporting plate, and the first connecting piece is connected with the second bottom plate;
the second connecting rib, the one end of second connecting rib with the second backup pad is connected, the other end of second connecting rib the second bottom plate is connected.
7. The drive system of any one of claims 1 to 6, wherein the second suspension assembly comprises:
one end of the connecting plate is connected with the gearbox, and the other end of the connecting plate is connected with the motor;
the second supporting part is connected with the connecting plate;
the second bearing part is used for being connected with the frame of the vehicle;
the second connecting piece is connected with the second supporting part and the second bearing part;
the second buffer part is arranged on the second connecting piece and is positioned between the second supporting part and the second bearing part.
8. The drive system of claim 7, wherein the second support comprises:
the third bottom plate is connected with the connecting plate;
and one end of the third connecting rib is connected with the connecting plate, and the other end of the third connecting rib is connected with the third bottom plate.
9. The drive system of any one of claims 1 to 6, wherein the third suspension assembly comprises:
a third supporting part connected with the body;
the third bearing part is used for being connected with the frame of the vehicle;
the third connecting piece is connected with the third supporting part and the third bearing part;
the third buffer part is arranged on the third connecting piece and is positioned between the third supporting part and the third bearing part.
10. The drive system of any one of claims 1 to 6, wherein the number of first suspension assemblies is two, two first suspension assemblies being located on each side of a central axis of the drive mechanism;
the number of the second suspension components is two, and the two second suspension components are respectively positioned at two sides of the central axis of the driving mechanism;
The number of the third suspension components is two, and the two third suspension components are respectively positioned at two sides of the central axis of the driving mechanism.
11. A vehicle, characterized by comprising:
a drive system according to any one of claims 1 to 10.
CN202310064674.7A 2023-01-17 2023-01-17 Driving system and vehicle Pending CN116062035A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310064674.7A CN116062035A (en) 2023-01-17 2023-01-17 Driving system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310064674.7A CN116062035A (en) 2023-01-17 2023-01-17 Driving system and vehicle

Publications (1)

Publication Number Publication Date
CN116062035A true CN116062035A (en) 2023-05-05

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310064674.7A Pending CN116062035A (en) 2023-01-17 2023-01-17 Driving system and vehicle

Country Status (1)

Country Link
CN (1) CN116062035A (en)

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