Electric drive assembly and electric vehicle

Abstract

The present application provides an electric drive assembly and an electric vehicle. The electric drive assembly includes a motor, a reducer, a first bearing, a second bearing, a third bearing and a spacer. The reducer has a reducer input shaft, and the reducer input shaft includes a first end and a second end which are oppositely arranged. The motor has a motor shaft, and the motor shaft includes a third end and a fourth end which are oppositely arranged. The third end is inserted into the second end. The first bearing is sleeved on the first end, the second bearing is sleeved on the second end, the third bearing is sleeved on the fourth end, the spacer is sleeved on the reducer input shaft and contacts the end face of the second bearing facing the first bearing, and the spacer is used for axially positioning the second bearing.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to an electric drive assembly and an electric vehicle. Background Art

[0002] In the new energy industry, the support forms of the input shaft of the electric drive assembly mainly include four-bearing, three-bearing, and two-bearing support solutions. In the four-bearing support solution, two bearings are arranged on the motor input shaft and two bearings are arranged on the reducer input shaft. However, the four-bearing support solution uses one more high-speed bearing, resulting in higher costs and poor spline centering. In the two-bearing support solution, one bearing is distributed on each of the reducer input shaft and the motor output shaft, resulting in an overly long bearing span and a large deflection at the gear position, which easily causes problems such as NVH. In the three-bearing support solution, the spline centering and cost are better than those of the four-bearing solution, and the deflection of the gear is better than that of the two-bearing solution. However, in an existing electric drive assembly using the three-bearing support solution, the intermediate bearing is axially positioned by a shoulder on the reducer input shaft. Thus, a parking device cannot be provided for the electric drive assembly. Summary of the Invention

[0003] Embodiments of the present application provide an electric drive assembly and an electric vehicle, which can be compatible with a parking device.

[0004] In a first aspect, the present application provides an electric drive assembly, including a motor, a reducer, a first bearing, a second bearing, a third bearing, a first spacer, and a second spacer. The reducer has a reducer input shaft, and the reducer input shaft includes a first end and a second end that are oppositely arranged. The motor has a motor shaft, and the motor shaft includes a third end and a fourth end that are oppositely arranged. The third end is inserted into the second end. The first bearing is sleeved on the first end, the second bearing is sleeved on the second end, the third bearing is sleeved on the fourth end. The axial length of the first spacer is greater than the axial length of the second spacer. When the parking device is not sleeved on the reducer input shaft, the first spacer is sleeved on the reducer input shaft and contacts the end face of the second bearing facing the first bearing. When the parking device is sleeved on the reducer input shaft, the second spacer is sleeved on the reducer input shaft, and the second spacer is located between the end face of the second bearing facing the first bearing and the parking device.

[0005] The input shaft of the speed reducer provided in the first aspect of the present application is supported by a first bearing and a second bearing, and the motor shaft is supported by a third bearing. In other words, the electric drive assembly supports the input shaft of the speed reducer and the motor shaft through three bearings, which is conducive to the miniaturization and lightweight development of the electric drive assembly. The electric drive assembly is provided with a first spacer and a second spacer with different axial lengths. The first spacer with a longer axial length is used when the parking device is not provided, and the second spacer with a shorter axial length is used when the parking device needs to be provided. In this way, the electric drive assembly can be compatible with the situation of not providing a parking device and providing a parking device, and manufacturers can select the spacer according to their needs, which facilitates the manufacture and assembly of electric vehicles.

[0006] According to the first aspect, in the first possible implementation manner of the first aspect, the electric drive assembly further includes a positioning structure, which protrudes from the outer surface of the first end, and the positioning structure contacts the side of the first bearing facing the second bearing for axially positioning the first bearing.

[0007] According to the first aspect or the first possible implementation manner of the first aspect, in the second possible implementation manner of the first aspect, the electric drive assembly further includes a first support member. The first end of the input shaft of the speed reducer penetrates through the first support member, and the first bearing is arranged on the first support member, and the first support member is used to support the first bearing.

[0008] According to the first aspect or the first to second possible implementation manners of the first aspect, in the third possible implementation manner of the first aspect, the first support member includes a first support portion and a first positioning portion protruding from the inner surface of the first support portion. The first bearing includes a first outer ring and a first inner ring rotatably received in the first outer ring. The first end penetrates through the first inner ring, and the side of the first outer ring facing away from the second bearing abuts against the first positioning portion, and the first positioning portion is used to axially position the first bearing. In other words, the first bearing is arranged between the first positioning portion and the positioning structure, reducing the axial floating of the first bearing, which is beneficial to reducing NVH problems.

[0009] According to the first aspect or the first to third possible implementation manners of the first aspect, in the fourth possible implementation manner of the first aspect, the electric drive assembly further includes a second support member. The second end of the input shaft of the speed reducer penetrates through the second support member, and the second bearing is arranged on the second support member, and the second support member is used to support the second bearing.

[0010] According to the first aspect or the first to fourth possible implementation manners of the first aspect, in the sixth possible implementation manner of the first aspect, the second support member includes a second support portion and a second positioning portion protruding from the inner surface of the second support portion. The second bearing includes a second outer ring and a second inner ring rotatably received in the second outer ring. The second end passes through the second inner ring, and one side of the second outer ring facing away from the first bearing abuts against the second positioning portion. The second positioning portion is used for axially positioning the first bearing.

[0011] According to the first aspect or the first to fifth possible implementation manners of the first aspect, in the sixth possible implementation manner of the first aspect, the electric drive assembly further includes a third support member. The fourth end of the motor shaft passes through the third support member, and the third bearing is provided on the third support member. The third support member is used for supporting the third bearing.

[0012] According to the first aspect or the first to sixth possible implementation manners of the first aspect, in the seventh possible implementation manner of the first aspect, the third support member includes a third support portion and a third positioning portion protruding from the inner surface of the third support portion. The third bearing includes a third outer ring and a third inner ring rotatably received in the third outer ring. The fourth end passes through the third inner ring. The electric drive assembly further includes an elastic member, and the elastic member is connected between one side of the third outer ring facing away from the second bearing and the third positioning portion. The elastic member is used for preloading the third bearing on the third support portion.

[0013] According to the first aspect or the first to seventh possible implementation manners of the first aspect, in the eighth possible implementation manner of the first aspect, the second end is axially provided with a shaft hole, the third end is inserted into the shaft hole, and the electric drive assembly further includes a snap ring. The snap ring is clamped between the inner surface of the shaft hole and the outer surface of the third end, so as to reduce the adverse effects (especially large impact loads) brought by the axial movement of the motor shaft, and further reduce the NVH problem. In addition, since the snap ring can reduce the axial movement of the motor shaft, the service life of the elastic member can be prolonged. Moreover, the structure of the snap ring is simple and convenient for assembly.

[0014] According to the first aspect or the first to eighth possible implementation manners of the first aspect, in the ninth possible implementation manner of the first aspect, an internal spline is provided on the inner surface of the shaft hole, and an external spline is provided on the outer surface of the third end. The internal spline is connected to the external spline to realize spline connection between the second end and the third end for torque transmission.

[0015] According to the first aspect or the first to ninth possible implementation manners of the first aspect, in the tenth possible implementation manner of the first aspect, a first groove is provided on the second end of the input shaft of the speed reducer, and a second groove corresponding to the first groove is provided on the outer surface of the third end of the motor shaft. The snap ring is received in the accommodation space jointly formed by the first groove and the second groove. The provision of the first groove and the second groove facilitates the assembly of the snap ring.

[0016] In a second aspect, the present application provides an electric vehicle, including the electric drive assembly described in the first aspect or the first to tenth possible implementation manners of the first aspect. Description of the Drawings

[0017] Figure 1 It is a structural block diagram of an electric vehicle provided by an embodiment of the present application;

[0018] Figure 2 It is a cross-sectional view of the electric drive assembly provided by an embodiment of the present application without a parking device;

[0019] Figure 3 is Figure 2 a cross-sectional view of the electric drive assembly shown with a parking device;

[0020] Figure 4 It is a cross-sectional view of the electric drive assembly provided by another embodiment of the present application without a parking device;

[0021] Figure 5 is Figure 4 a cross-sectional view of the electric drive assembly shown with a parking device. Detailed Embodiments

[0022] In order to make the objectives, technical solutions, and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings.

[0023] It should be understood that expressions such as "including" and "may include" that can be used in the present application indicate the existence of the disclosed functions, operations, or constituent elements, and do not limit the existence of one or more additional functions, operations, and constituent elements. In the present application, terms such as "including" and / or "having" can be interpreted as indicating a specific characteristic, number, operation, constituent element, component, or a combination thereof, but cannot be interpreted as excluding the existence or the possibility of adding one or more other characteristics, numbers, operations, constituent elements, components, or a combination thereof.

[0024] In addition, in the present application, the expression "and / or" includes any and all combinations of the associated listed words. For example, the expression "A and / or B" can include A, can include B, or can include both A and B.

[0025] In this application, expressions including ordinal numbers such as "first" and "second" may modify each element. However, such elements are not limited by the above expressions. For example, the above expressions do not limit the order and / or importance of the elements. The above expressions are only used to distinguish one element from other elements. For example, the first user equipment and the second user equipment indicate different user equipments, although both the first user equipment and the second user equipment are user equipments. Similarly, without departing from the scope of this application, the first element may be referred to as the second element, and similarly, the second element may also be referred to as the first element.

[0026] When a component is referred to as "connected" or "accessed" to other components, it should be understood that: the component is not only directly connected to or accessed to other components, but there may also be another component between the component and other components. On the other hand, when a component is referred to as "directly connected" or "directly accessed" to other components, it should be understood that there is no component between them.

[0027] An embodiment of this application provides an electric drive assembly and an electric vehicle having the electric drive assembly. The input shaft of the electric drive assembly (the input shaft of the reducer and the motor shaft) adopts a three-bearing support scheme and can be compatible with a parking device, which is beneficial to the manufacture of electric vehicles.

[0028] Among them, electric vehicles include battery electric vehicles (BEV, Battery Electric Vehicle), hybrid electric vehicles (HEV, Hybrid Electric Vehicle), and plug-in hybrid electric vehicles (PHEV, Plug In Hybrid Electric Vehicle).

[0029] The battery electric vehicle includes an electric motor. Among them, the energy source of the electric motor is the power battery. The power battery of the battery electric vehicle can be recharged from an external power grid. The power battery of the battery electric vehicle is actually the only source of on-vehicle energy for vehicle propulsion.

[0030] The hybrid electric vehicle includes an internal combustion engine and an electric motor. Among them, the energy source of the engine is fuel, and the energy source of the electric motor is the power battery. The engine is the main source of energy for vehicle propulsion, and the power battery of the hybrid electric vehicle provides supplementary energy for vehicle propulsion (the power battery of the hybrid electric vehicle buffers fuel energy and recovers kinetic energy in the form of electricity).

[0031] The difference between a plug-in hybrid electric vehicle and a hybrid electric vehicle lies in that: the power battery of a plug-in hybrid electric vehicle has a larger capacity than that of a hybrid electric vehicle, and the power battery of a plug-in hybrid electric vehicle can be recharged from the power grid. The power battery of a plug-in hybrid electric vehicle is the main source of energy for vehicle propulsion until the power battery of the plug-in hybrid electric vehicle is depleted to a low energy level. At this time, the plug-in hybrid electric vehicle operates like a hybrid electric vehicle used for vehicle propulsion.

[0032] The embodiments of the present application will be described below with reference to the accompanying drawings. In the embodiments of the present application, a battery electric vehicle is taken as an example to illustrate the structure of an electric vehicle.

[0033] Please refer to Figure 1 , the present application provides an electric vehicle 200, including a power system 201, an electric drive assembly 100, a vehicle controller 203, a motor controller 204, drive wheels 205, and an auxiliary system 207. The power system 201 includes a power battery 2011, a battery management system 2013, and a charger 2015. The electric drive assembly 100 includes a motor 20 and a reducer 10 mechanically connected to the motor 20. The reducer 10 is also mechanically connected to the drive wheels 205 and is used to transmit the power source generated by the motor 20 to the drive wheels 205 to drive the electric vehicle 200 to travel.

[0034] The vehicle controller (VCU, Vehicle Control Unit) 203, also called the powertrain controller, is the core control component of the entire vehicle and is equivalent to the brain of the vehicle. It collects the accelerator pedal signal, the brake pedal signal, and other component signals, and after making corresponding judgments, controls the actions of the lower-level component controllers to drive the vehicle to travel normally. As the command and management center of the vehicle, the main functions of the vehicle controller include: driving torque control, optimization control of braking energy, energy management of the entire vehicle, maintenance and management of the CAN (Controller Area Network) network, diagnosis and handling of faults, vehicle status monitoring, etc. It plays a role in controlling the operation of the vehicle. Therefore, the quality of the vehicle controller directly determines the stability and safety of the vehicle.

[0035] The motor controller 204 is an integrated circuit that actively controls the motor 20 in the electric drive assembly 100 to operate in accordance with the set direction, speed, angle, and response time. It is communicatively connected to the vehicle controller 203. In the electric vehicle 200, the function of the motor controller 204 is to convert the electrical energy stored in the power battery 2011 into the electrical energy required by the motor according to instructions such as gear position, throttle, and brake, to control the driving states of the electric vehicle 200 such as starting and running, forward and reverse speed, and climbing power, or to assist the electric vehicle 200 in braking and store part of the braking energy in the power battery 2011.

[0036] A motor (commonly known as a "motor") is an electromagnetic device that realizes the conversion or transfer of electrical energy based on the law of electromagnetic induction. It is electrically connected to the motor controller 204 and mechanically connected to the reducer 20. Its main function is to generate a driving torque and serve as a power source for driving the wheels 205. In some embodiments, the motor can also convert mechanical energy into electrical energy, that is, be used as a generator.

[0037] Specifically, the motor 20 can be a permanent-magnet synchronous motor (PMSM) type of motor. The motor 20 can include a stator and a motor shaft, where the stator includes stator windings. The motor shaft can rotate relative to the stator about a central axis. The motor can be controlled by passing a general sinusoidal current through the stator windings. The amplitude and frequency of the current can be changed to control the torque and speed of the rotor. The stator current generates an electromagnetic field, and the electromagnetic field interacts with the permanent magnets of the components acting as the rotor. The electromagnetic field causes the motor shaft to rotate.

[0038] For example, the motor 20 can be a three-phase motor. That is to say, the stator windings can include three separate phase windings. To control the motor, three-phase voltage waves or three-phase current waves are applied to the phase windings. The three-phase waves cause the signals of each phase to be separated by a phase difference of 120 degrees.

[0039] The power battery 2011 is electrically connected to the motor controller 204 and is used to store and provide electrical energy. The power battery 2011 includes, but is not limited to, lead-acid batteries, lithium iron phosphate batteries, nickel-metal hydride batteries, nickel-cadmium batteries, etc. In some embodiments, the power battery 2011 can also include supercapacitors.

[0040] The battery management system 2013 is electrically connected to the power battery 2011 and communicatively connected to the vehicle controller 203. The battery management system 2013 is used to monitor and estimate the state of the power battery 2011 under different working conditions, so as to improve the utilization rate of the power battery 2011, prevent overcharging and over-discharging of the power battery 2011, and thus extend the service life of the power battery 2011. Specifically, the main functions of the battery management system 2013 may include: real-time monitoring of battery physical parameters; battery state estimation; on-line diagnosis and warning; charge, discharge and pre-charge control; balancing management and thermal management, etc.

[0041] The charger 2015 is electrically connected to the power battery 2011 and is used to connect to an external power source to charge the power battery 2011. Specifically, when the electric vehicle 200 is connected to an external power source (such as a charging pile), the charger 2015 converts the alternating current provided by the external power source into direct current to charge the power battery 2011. In addition, the battery management system 2013 is also connected to the charger 2015 to monitor the charging process of the power battery 2011.

[0042] The auxiliary system 207 includes a DC / DC converter 310, an auxiliary battery 320, a low-voltage load 330 and a high-voltage load 340. One end of the DC / DC converter 310 is connected to the power battery 2011, and the other end is respectively connected to the auxiliary battery 320 and the low-voltage load 330. The DC / DC converter 310 is used to convert the high voltage (such as 380V) output by the power battery 2011 into low voltage (such as 12V) to charge the auxiliary battery 320 and supply power to the low-voltage load 330. In some embodiments, the low-voltage load 330 includes low-voltage vehicle accessories, such as a coolant pump, a fan, a heater, a power steering device, a brake, etc. Of course, the auxiliary battery 320 can also supply power to the low-voltage load 330. In addition, the power battery 2011 is also connected to the high-voltage load 340 to supply power to the high-voltage load 340. In some embodiments, the high-voltage load 340 includes a PTC heater and an air-conditioning unit, etc.

[0043] It should be noted that the electronic modules in the electric vehicle 200 can communicate via one or more vehicle networks. The vehicle network can include multiple channels for communication. One channel of the vehicle network can be a serial bus such as a Controller Area Network (CAN). One of the channels of the vehicle network can include Ethernet defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 standard family. Other channels of the vehicle network can include discrete connections between modules and can include power signals from the auxiliary power battery 2011. Different signals can be transmitted through different channels of the vehicle network. For example, video signals can be transmitted through a high-speed channel (e.g., Ethernet), while control signals can be transmitted through CAN or discrete signals. The vehicle network can include any hardware components and software components that assist in transmitting signals and data between modules. The vehicle network is not shown in Figure 1 , but it can be implied that the vehicle network can be connected to any electronic module present in the electric vehicle 200. For example, there can be a vehicle controller 203 to coordinate the operations of various components.

[0044] It can be understood that the structure illustrated in the embodiments of the present application does not constitute a specific limitation on the electric vehicle 200. In other embodiments of the present application, the electric vehicle 200 can include more or fewer components than those shown, or combine certain components, or split certain components, or have different component arrangements. The illustrated components can be implemented in hardware, software, or a combination of software and hardware.

[0045] Please refer to Figure 2, the electric drive assembly 100 further includes a first bearing 30, a second bearing 40, a third bearing 50 and a spacer 60. The reducer 10 has a reducer input shaft 13. The reducer input shaft 13 includes a first end 131 and a second end 133 which are oppositely arranged. The motor 20 has a motor shaft 23. The motor shaft 23 includes a third end 231 and a fourth end 233 which are oppositely arranged. The third end 231 is inserted into the second end 133. The first bearing 30 is sleeved on the first end 131 for supporting the first end 131. The second bearing 40 is sleeved on the second end 133 for supporting the second end 133. The third bearing 50 is sleeved on the fourth end 233 for supporting the fourth end 233. The spacer 60 is sleeved outside the reducer input shaft 13 and contacts the end face of the second bearing 40 close to the first bearing 30, for axially positioning the second bearing 40, which facilitates the assembly of the electric drive assembly 100. In addition, the reducer input shaft 13 is supported by the first bearing 30 and the second bearing 40, and the motor shaft 23 is supported by the third bearing 50. In other words, the electric drive assembly 100 supports the reducer input shaft 13 and the motor shaft 23 through three bearings, which is beneficial to the miniaturization and lightweight development of the electric drive assembly 100. It can be understood that the reducer 20 further includes an output shaft (not shown in the figure), and the output shaft of the reducer 10 is connected to the drive wheel 205 for transmitting the power generated by the motor 20 to the drive wheel 205.

[0046] Among them, the spacer 60 includes a first spacer 61 and a second spacer 63 (as Figure 3 shown), and the axial length of the first spacer 61 is greater than the axial length of the second spacer 63. When the parking device is not provided on the reducer input shaft 13 of the electric vehicle 200, the first spacer 61 is sleeved on the reducer input shaft 13 and contacts the end face of the second bearing 40 close to the first bearing 30.

[0047] Please refer to Figure 3 , the electric vehicle 200 further includes a parking device 300 sleeved on the reducer input shaft 13, and the second spacer 63 is located between the parking device 300 and the second bearing 40. The parking device 300 is used to prevent the reducer input shaft 13 from rotating, that is, it can lock the reducer input shaft 13 to prevent slippage after the electric vehicle 200 stops. Also, in an emergency, it can cooperate with the service braking device (not shown in the figure) for emergency braking.

[0048] When the parking device 300 does not need to be provided on the input shaft 13 of the reducer in the electric drive assembly 100 provided by the embodiment of the present application, a first spacer 61 is sleeved on the second end 133 of the input shaft 13 of the reducer, that is, the first spacer 61 with a longer axial length is used; while in the case where the parking device 300 is sleeved on the input shaft 13 of the reducer, a second spacer 63 is sleeved on the input shaft 13 of the reducer. In this way, the electric drive assembly 100 can be compatible with the situation of setting the parking device 300 and the situation of not setting the parking device 300. Manufacturers can select the spacer according to needs, which facilitates the manufacturing and assembly of the electric vehicle 200.

[0049] Please refer to again Figure 2 , a shaft hole 1331 extending axially is provided at the second end 133 of the input shaft 13 of the reducer, and an internal spline (not shown in the figure) is provided on the inner surface of the shaft hole 1331. An external spline (not shown in the figure) is provided on the outer surface of the third end 231 of the motor shaft 23. The internal spline is in mating connection with the external spline 1333 to realize the spline connection between the second end 133 of the input shaft 13 of the reducer and the third end 231 of the motor shaft 23 for torque transmission. The inner surface of the second end 133 of the input shaft 13 of the reducer includes a first cylindrical surface, and the outer surface of the third end 231 of the motor shaft 23 includes a second cylindrical surface. The first cylindrical surface and the second cylindrical surface cooperate for radial positioning, which can also improve the connection stability between the motor shaft 23 and the input shaft 13 of the reducer.

[0050] The electric drive assembly 100 further includes a positioning structure 71. The positioning structure 71 protrudes from the outer surface of the first end 131. The positioning structure 71 contacts the side of the first bearing 30 facing the second bearing 40. The positioning structure 71 is used for axially positioning the first bearing 30. The positioning structure 71 can be a shoulder protruding from the outer surface of the first end 131. The positioning structure 71 can also be a spacer or a sleeve.

[0051] The electric drive assembly 100 further includes a first support member 73. The first end 131 of the input shaft 13 of the reducer passes through the first support member 73, and the first bearing 30 is provided on the first support member 73. The first support member 73 is used for supporting the reducer 10 and the first bearing 30. The first support member 73 includes a first support portion 730 and a first positioning portion 731 protruding from the inner surface of the first support portion 730. The first bearing 30 includes a first outer ring 31 and a first inner ring 33. The first outer ring 31 is fixedly connected to the first support portion 730. The first inner ring 33 is rotatably received in the first outer ring 31. The first end 131 passes through the first inner ring 33. The side of the first outer ring 31 facing away from the second bearing 40 abuts against the first positioning portion 731. The first positioning portion 731 is used for positioning the first bearing 30.

[0052] The electric drive assembly 100 further includes a second support member 75. The second end 133 of the reducer input shaft 13 passes through the second support member 75, and a second bearing 40 is provided on the second support member 75. The second support member 75 is used to support the reducer 10 and the second bearing 40. The second support member 75 includes a second support portion 751 and a second positioning portion 753 protruding from the inner surface of the second support portion 751. The second positioning portion 751 is used to position the second bearing 40. The second bearing 40 includes a second outer ring 41 and a second inner ring 43. The second outer ring 41 is fixed to the second support portion 750. The second inner ring 43 is rotatably received within the second outer ring 41. The second end 133 passes through the second inner ring 43. One side of the second outer ring 41 facing the first bearing 30 abuts against the second positioning portion 751.

[0053] The electric drive assembly 100 further includes a third support member 77 for supporting the third bearing 50. A third positioning portion 771 is provided on the third support member 77 for positioning the third bearing 50. The third bearing 50 includes a third outer ring 51 and a third inner ring 53. The third outer ring 51 is fixed to the third support member 77. The third inner ring 53 is rotatably received within the third outer ring 51. The fourth end 233 passes through the third inner ring 53.

[0054] The electric drive assembly 100 further includes an elastic member 79. The elastic member 79 is connected between one side of the third outer ring 51 facing away from the second bearing 40 and the third positioning portion 771. The elastic member 79 is used to provide a preload to press the third bearing 50 against the third support member 77.

[0055] The electric drive assembly 100 further includes a snap ring 81. The snap ring 81 is clamped between the inner surface of the shaft hole 1331 of the second end 133 and the outer surface of the third end 231 for axially positioning the third end 231 of the motor shaft 23 and the reducer input shaft 13 to reduce the adverse effects (especially large impact loads) caused by the axial movement of the motor shaft 23 and further reduce the NVH problem. In addition, since the snap ring 81 can reduce the axial movement of the motor shaft 23, the service life of the elastic member 79 can be extended. Moreover, the structure of the snap ring is simple and convenient for assembly.

[0056] A first groove 1333 is provided on the second end 133 of the reducer input shaft 13, and a second groove 2313 corresponding to the first groove 1331 is provided on the outer surface of the third end 231 of the motor shaft 23. The snap ring 81 is received in the accommodation space jointly formed by the first groove 1333 and the second groove 2313. The provision of the first groove 1333 and the second groove 2313 facilitates the assembly of the snap ring 81. In this embodiment, the snap ring 81 is a circular split snap ring.

[0057] It can be understood that the electric drive assembly 100 may omit the snap ring 81. Please refer to Figure 4 AndFigure 5 , wherein, Figure 4 is a schematic diagram of the first spacer 61 sleeved on the input shaft 13 of the reducer when the electric drive assembly 100 does not need to be provided with a parking device on the input shaft 13 of the reducer; Figure 5 is that when the parking device 300 is sleeved on the input shaft 13 of the reducer, the second end 133 of the input shaft 13 of the reducer is sleeved with the second spacer 63.

[0058] As mentioned above, it is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claimed rights.

Claims

1. An electric drive assembly, It is characterized in that It includes a motor, a reducer, a first bearing, a second bearing, a third bearing, a first spacer and a second spacer, the reducer has a reducer input shaft, the reducer input shaft includes a first end and a second end that are relatively set, the motor has a motor shaft, the motor shaft includes a third end and a fourth end that are relatively set, the third end is inserted into the second end, the first bearing is sleeved on the first end, the second bearing is sleeved on the second end, the third bearing is sleeved on the fourth end, the axial length of the first spacer is greater than the axial length of the second spacer, When the speed reducer input shaft is not provided with a parking device, the first spacer sleeve is provided on the speed reducer input shaft and contacts the end surface of the second bearing facing the first bearing; When the reducer input shaft sleeve is provided with a parking device, the second spacer sleeve is sleeved on the reducer input shaft, and the second spacer sleeve is located between the end surface of the second bearing facing the first bearing and the parking device.

2. The electric drive assembly according to claim 1, It is characterized in that The electric drive assembly further includes a positioning structure, which is protrudingly disposed on an outer surface of the first end and is in contact with a side of the first bearing facing the second bearing.

3. The electric drive assembly according to claim 2, It is characterized in that The electric drive assembly also includes a first supporting component, the first end of the reducer input shaft is inserted through the first supporting component, and the first bearing is arranged on the first supporting component.

4. The electric drive assembly according to claim 3, It is characterized in that The first supporting member includes a first supporting portion and a first positioning portion protruding from an inner surface of the first supporting portion. The first bearing includes a first outer ring and a first inner ring rotatably received in the first outer ring. The first end is passed through the first inner ring. A side of the first outer ring facing away from the second bearing abuts against the first positioning portion.

5. The electric drive assembly according to any one of claims 1 to 4, It is characterized in that The electric drive assembly further includes a second supporting component, the second end of the reducer input shaft is passed through the second supporting component, and the second bearing is disposed on the second supporting component.

6. The electric drive assembly according to claim 5, It is characterized in that The second supporting member includes a second supporting portion and a second positioning portion protruding from an inner surface of the second supporting portion. The second bearing includes a second outer ring and a second inner ring rotatably received in the second outer ring. The second end is passed through the second inner ring. The side of the second outer ring facing away from the first bearing abuts against the second positioning portion.

7. The electric drive assembly according to any one of claims 1 to 6, It is characterized in that The electric drive assembly also includes a third supporting component, the fourth end of the motor shaft is inserted into the third supporting component, and the third bearing is arranged on the third supporting component.

8. The electric drive assembly according to claim 7, It is characterized in that The third support member includes a third support portion and a third positioning portion protruding from the inner surface of the third support portion. The third bearing includes a third outer ring and a third inner ring rotatably received in the third outer ring. The fourth end passes through the third inner ring. The electric drive assembly further includes an elastic member, and the elastic member is connected between the side of the third outer ring facing away from the second bearing and the third positioning portion.

9. The electric drive assembly according to claim 8, wherein, The second end is provided with an axial hole along the axial direction, the third end is inserted into the axial hole, and the electric drive assembly further includes a snap ring, and the snap ring is clamped between the inner surface of the axial hole and the outer surface of the third end.

10. The electric drive assembly according to claim 9, wherein, The inner surface of the axial hole is provided with an internal spline, the outer surface of the third end is provided with an external spline, and the internal spline is connected to the external spline.

11. An electric vehicle, wherein, it includes the electric drive assembly according to any one of claims 1-10.

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