Integrated motor for electrically driven vehicle

Abstract

The invention discloses an integrated motor for an electric drive vehicle, which comprises a motor part, a reduction gear part and a control part, and is characterized in that a middle shaft of the motor part is used as an output end and an input end of the reduction gear part; the output end of the reduction gear part is arranged in an offset mode relative to a middle shaft of the motor part, the reduction gear part comprises a first-stage reduction gear set and a second-stage reduction gear set, the first-stage reduction gear set is used for meshing transmission with the output end of the motor part, and the second-stage reduction gear set drives the ends of one or two sets of transmission half shafts outputting outwards to be connected and rotate. The included angle between the connecting line of the input shaft and the output shaft of the reduction gear part and the horizontal connecting line is 0-90 degrees; the control part is located at the other end of the output end of the motor part and serves as the center for controlling the motor part. Through the above structural layout, the number of parts and connection of the parts can be effectively reduced, so that the structure of the motor is compact, the installation space required by the motor is reduced, and large torque output is realized under a small size.

Description

Technical Field

[0001] The present invention belongs to the technical field of motors, and in particular relates to an integrated motor for an electric drive vehicle. Background Art

[0002] The motor plays a core role in new energy vehicles such as electric cars and electric tricycles. It is the heart of the power system, efficiently converting electrical energy into mechanical energy to drive the vehicle forward. However, current motors face the problems of low integration and large size when in use, which means that within the same installation space, the motor can provide a small torque output, limiting the vehicle's power performance and energy efficiency optimization.

[0003] For example, the automotive transmission system involves multiple components (such as motors, reducers, control units, transmission axles, etc.), and the coordination and compatibility design between these components is a complex engineering task. It may take several years to develop and improve a complete transmission system, increasing R&D costs and market response time. It may take several years to develop and improve a complete transmission system, increasing R&D costs and market response time.

[0004] An integrated motor is disclosed in the Chinese patent application publication number CN109474107A. This motor layout includes a motor, a motor control unit and a reducer. The reducer is installed on the end face of the motor and connected to the shaft, and the motor control unit is installed on the side of the motor. However, the output end of this motor is single, which limits its application range; and this design layout easily causes overheating of the control unit, affecting the control efficiency. Summary of the invention

[0005] In view of the deficiencies in the prior art, an object of the present invention is to provide an integrated motor for an electric drive vehicle, which solves the above-mentioned technical problems existing in the prior art.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] An integrated motor for an electric drive vehicle comprises a motor part, a reduction gear part and a control part.

[0008] The central shaft of the motor part serves as an output end and as an input end of the reduction gear part;

[0009] The output end of the reduction gear unit is offset relative to the central axis of the motor unit, and the reduction gear unit includes a primary reduction gear set and a secondary reduction gear set. The primary reduction gear set is used as a meshing transmission with the output end of the motor unit, and the secondary reduction gear set drives one or two sets of transmission half-shaft ends output to the outside to be connected and rotated, so that the angle between the line connecting the input shaft and the output shaft of the reduction gear unit and the horizontal line is 0 to 90 degrees;

[0010] The control unit is disposed at the other end of the output end of the motor unit and serves as the center of controlling the motor unit. A heat insulation unit is disposed between the motor unit and the control unit.

[0011] Furthermore, the primary reduction gear set and the secondary reduction gear set of the reduction gear unit have a total reduction ratio of 8 to 12.5.

[0012] Furthermore, the winding in the rotor of the motor part is a distributed or concentrated flat wire winding, and the stacking height of the flat wire winding is 50 to 90 mm.

[0013] Furthermore, an accommodating hole is reserved on the reduction housing where the reduction gear part is located. By penetrating the accommodating hole, the first-stage reduction gear set of the reduction gear part is engaged with one end of an externally connected power take-off, and at the same time, the other end of the power take-off is extended out of the reduction housing where the accommodating hole is located to form an output end.

[0014] Furthermore, a plurality of exhaust holes are provided on the reduction housing, so that the exhaust holes are arranged at an angle of 0 to 90 degrees to the end surface of the reduction housing.

[0015] Furthermore, a connecting hole is provided outside the output end of the reduction gear unit, and is connected and fixed to an external transmission half shaft through the connecting hole; and an angle between the transmission half shaft and the output end of the reduction gear unit ranges from 0 to 90 degrees.

[0016] Furthermore, one end of the connecting hole connected to the secondary reduction gear set is connected to one end of the transmission half shaft and serves as an output, and the other end of the connecting hole is locked by an electromagnetic differential lock.

[0017] Furthermore, mounting columns are arranged at evenly divided positions on the outer circumference of the control unit housing of the control unit, and the angle between two adjacent groups of mounting columns is 60 degrees.

[0018] Furthermore, the heat insulation unit includes a heat insulation board and heat insulation pads on both sides;

[0019] The heat insulation board is provided with a through slot that runs through the front and back, and a connecting seat is fixed on the partition board, and the connecting seat has three connecting slots; the stator of the motor part has three connecting columns that pass through the through slots, and the ends of the connecting columns are placed in the connecting slots and fixed;

[0020] The control unit has three connecting pieces, the ends of which are placed in the connecting grooves; the connecting grooves have first screws for connecting the ends of the connecting pieces and the ends of the connecting columns; the control unit housing has a side window for removing the first screws.

[0021] Furthermore, the partition has a circular hole in the middle, and a speed sensor is fixed in the middle, the intermediate shaft of the rotor of the motor part has a sensing unit extending into the circular hole and used in conjunction with the speed sensor; the outer wall of the control part is fixed with a signal connector connected to the sensing unit;

[0022] A busbar holder connected to a high-voltage DC busbar is fixed on the side wall of the control housing, and the end of the control unit penetrates into the control unit housing and is connected and fixed to the voltage input terminal of the control unit.

[0023] Beneficial effects of the present invention:

[0024] 1. The device adopts a reasonable structural layout, which can effectively reduce the number of components and component connections. The motor part, reduction gear part and control part are integrated in one unit, which makes the motor structure compact, reduces the required installation space, achieves large torque output in a small volume, and improves space utilization efficiency and overall performance.

[0025] 2. The angle between the output end of the reduction gear part used in this device and the transmission half shaft is 0 to 10 degrees, which improves the gear meshing accuracy and transmission efficiency and reduces energy loss and operating noise.

[0026] 3. The total reduction ratio of the primary and secondary reduction gear sets used in this device is 8-12.5, which optimizes the torque output and is suitable for vehicles that require high torque starting and climbing.

[0027] 4. This device sets an electromagnetic differential lock at one end of the secondary reduction gear set to improve the stability and power output of the vehicle when it loses traction.

[0028] 5. The device adopts a reduction gear part, in which the angle between the connecting line of the input shaft and the output shaft and the horizontal connecting line is 0-90 degrees, which can adapt to different vehicle layouts and installation requirements.

[0029] 6. The first-stage reduction gear set of the reduction gear part adopted in this device is directly meshed with the external power take-off, which reduces the transmission links and reduces the failure rate. At the same time, the reserved accommodation hole and exhaust hole design improve the scalability and maintainability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art are briefly introduced below.

[0031] Figure 1 is a schematic diagram of the overall first-view structure of an embodiment of the present invention;

[0032] Figure 2 is a schematic diagram of the overall second viewing angle structure of an embodiment of the present invention;

[0033] Figure 3 is a schematic cross-sectional structure diagram of an embodiment of the present invention;

[0034] Figure 4 is a schematic diagram of a first connection state of a transmission half shaft according to an embodiment of the present invention;

[0035] Figure 5 is a schematic diagram of a second connection state of a transmission half shaft according to an embodiment of the present invention;

[0036] Figure 6 is a schematic diagram of a third connection state of a transmission half shaft according to an embodiment of the present invention;

[0037] Figure 7 is a schematic diagram of a fourth connection state of a transmission half shaft according to an embodiment of the present invention;

[0038] Figure 8 is a schematic diagram of a fifth connection state of a transmission half shaft according to an embodiment of the present invention;

[0039] Fig. 9 is a schematic diagram of a sixth connection state of a transmission half shaft according to an embodiment of the present invention;

[0040] Fig.10 is a schematic cross-sectional view of an input shaft and an output shaft of a reduction gear portion according to an embodiment of the present invention;

[0041] Fig.11 is a schematic cross-sectional view of the interior of a reduction gear portion of an embodiment of the present invention;

[0042] Fig.12 is a schematic diagram of the internal front structure of the control unit of an embodiment of the present invention;

[0043] Fig.13 2 is a schematic diagram of the installation of a high-voltage DC busbar at a first deflection angle of a control unit according to an embodiment of the present invention;

[0044] Fig.14 2 is a schematic diagram of the installation of a high-voltage DC busbar at a second deflection angle of a control unit according to an embodiment of the present invention;

[0045] Fig.15 2 is a schematic structural diagram of a closed state of a communicating hole of a reduction gear portion according to an embodiment of the present invention;

[0046] Fig.16 2. It is a schematic structural diagram of a connecting hole of a reduction gear portion in a through-hole state according to an embodiment of the present invention;

[0047] Fig.17 It is a schematic structural diagram of the connection state between the communicating hole of the reduction gear part and the external flange member according to an embodiment of the present invention;

[0048] Fig.18 It is a schematic structural diagram of the connection state of the bridge pipe member externally connected to the communicating hole of the reduction gear part according to an embodiment of the present invention;

[0049] Fig.19 1 is a schematic structural diagram of a locking state of a reduction gear portion and an electromagnetic differential lock according to an embodiment of the present invention;

[0050] Fig. 20 2. It is a schematic structural diagram of the installation state of the reduction gear part and the power take-off according to an embodiment of the present invention;

[0051] Fig.21 is a schematic diagram of the internal structure of the control unit of an embodiment of the present invention;

[0052] Fig. 22 It is a schematic diagram of the front cross-section structure of the outer shell of the motor part of an embodiment of the present invention. DETAILED DESCRIPTION

[0053] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0054] like Figure 1 , Figure 2 , Figure 3 As shown, an embodiment of the present invention provides an integrated motor for an electric drive vehicle, including a motor part 1 , a reduction gear part 2 and a control part 3 .

[0055] The central axis of the motor part 1 serves as the output end (at this time, the motor part 1 is sealed by the external outer shell 104 to form a protective protection function for the periphery), and serves as the input end of the reduction gear part 2; the output end of the reduction gear part 2 is offset relative to the central axis of the motor part 1; the control part 3 is arranged at the other end of the output end of the motor part 1, serving as the center of controlling the motor part 1.

[0056] The reduction gear unit 2 includes a primary reduction gear set 21 and a secondary reduction gear set 22. The primary reduction gear set 21 is used as a meshing transmission with the output end of the motor unit 1, and the secondary reduction gear set 22 drives the ends of two sets of transmission half shafts 23 for external output to be connected and rotated (that is, one end of the two sets of transmission half shafts 23 is connected to the secondary reduction gear set 22, and the other end is externally used as output).

[0057] At this time, according to the needs of the actual scene, such as Figure 4 As shown, the motor part 1 is arranged behind the transmission half shaft 23, and the control part 3 is on the right side; Figure 5As shown, the motor unit 1 can also be arranged behind the transmission half shaft, and the control unit 3 can be arranged on the left side. This layout is suitable for rear-wheel drive vehicles. The motor unit is located behind the transmission half shaft and can directly drive the half shaft to provide power output. The control unit is located on the right side, which is convenient for the driver to approach and maintain, while also taking into account the utilization of the interior space of the vehicle. It is necessary to ensure that the connection between the motor unit and the transmission half shaft is compact to reduce space occupation, while ensuring the heat dissipation and protection of the control unit.

[0058] like Figure 6 , Figure 7 As shown, the motor unit 1 is in front of the transmission axle 23 and the control unit 3 is on the right; the motor unit 1 is in front of the transmission axle 23 and the control unit 3 is on the left. This layout is suitable for front-wheel drive vehicles. The motor unit is located in front of the transmission axle and transmits power to the wheels through the axle. The control unit is located on the right side for easy maintenance and heat dissipation. It is necessary to ensure whether the installation position of the motor unit will affect the weight distribution and handling of the vehicle, while ensuring the heat dissipation and protection of the control unit.

[0059] like Figure 8 , Fig. 9 As shown, the motor unit 1 is directly above the transmission half shaft 23 and the control unit 3 is on the right; the motor unit 1 is directly above the transmission half shaft 23 and the control unit 3 is on the left. This layout is used for vehicles that require a compact design, such as urban vehicles or certain types of engineering vehicles. The motor unit is located directly above the transmission half shaft to save space while providing effective power output. It is necessary to ensure that the installation method of the motor unit 1 can ensure effective power transmission, and the heat dissipation and protection of the control unit are also very important.

[0060] Multifunctional installation scheme: reducer and electronic control installation scheme (the design combination scheme can be determined according to the layout of the customer's vehicle), as shown in Table 1 below:

[0061] Table 1

[0062]

[0063]

[0064] That is, in the present application, there are multiple combinations as mentioned above, which are convenient for assembly according to actual application scenarios (not all of them are listed in the following figures, but this does not affect the protection scope of the present application).

[0065] A connecting hole 204 is provided outside the output end of the reduction gear part 2, and the connecting hole 204 is connected and fixed with the external transmission half shaft 23, and the transmission half shaft 23 and the output end of the reduction gear part 2 have an angle range of 0 to 10 degrees. According to the processing requirements, at the beginning, only one end of the connecting hole 204 is penetrated (that is, a group of external transmission half shafts 23 can be connected). When two groups of transmission half shafts 23 need to be connected, the connecting hole 204 is directly drilled and opened. A small angle helps to improve the accuracy of gear meshing, thereby improving the transmission efficiency, making the gear meshing more stable and reducing energy loss. And this small angle helps to reduce vibration and noise during the transmission process, because the impact force during gear meshing is small, and the operation is more stable. The angle range of 0 to 10 degrees provides greater design flexibility, which can adapt to the power transmission layout of different vehicles, especially in the case of limited space, and is also easy to install. And this small angle helps to reduce the gear meshing problem caused by installation error or offset during operation, thereby improving the reliability of the entire transmission system. The permissible angular offset enables the driveline to adapt to different operating conditions, such as varying road conditions or vehicle loads.

[0066] At this time, if Fig.15 , Fig.16 As shown, they are schematic diagrams of the structure of one end of the connecting hole 204 in a closed state and a through-open state. It can be customized according to needs to meet the use of the output ends of various motors and has a wide range of applications.

[0067] like Fig.17 As shown, when one end of the communication hole 204 is connected with a flange 205 (the other end is a closed structure), the flange 205 can be connected to the reduction gear part 2 through the threaded hole on the end face of the flange 205, thereby improving the connection accuracy and connection reliability. This connection method has high reliability, is suitable for high-power transmission, and is also simpler and more convenient in later maintenance and care.

[0068] like Fig.18 As shown, when the two ends of the connecting hole 204 are penetrated, they are connected to the external bridge pipe 25. The bridge pipe 25 is usually integrated with the motor part 1, the reduction gear part 2 and other components, with a compact structure and space saving. And the whole has a high load-bearing capacity and rigidity, suitable for high torque transmission. According to the test results, the gear order noise of the coaxial bridge reducer is better than that of the eccentric electric drive bridge on average, and the NVH performance is better.

[0069] like Fig.19As shown, in another embodiment of the present application, when one end of the secondary reduction gear set 22 is connected to one end of the transmission half shaft 23 and used as the output, the other end is locked by an electromagnetic differential lock 24. This design is different from the above-mentioned design scheme in which the transmission half shaft 23 is set at both ends, that is, the electromagnetic differential lock 24 can automatically lock when the wheel loses traction to prevent the wheel from slipping, and transmit all the output power of the reduction gear part 2 to the transmission half shaft 23 at one end connected thereto. This transmission method greatly improves the output torque, improves the stability and power output of the vehicle when it loses traction, which is particularly important for vehicles that require high torque to start and climb. In addition, the reduction gear set 22 can adjust the output movement direction of the motor so that the output direction of the transmission half shaft 23 is consistent with the rotation direction of the wheel, thereby improving the flexibility and adaptability of the transmission system.

[0070] like Fig. 20 As shown, a receiving hole 202 is reserved on the reduction housing 201 where the reduction gear unit 2 is located. By penetrating the receiving hole 202, the first-stage reduction gear set 21 of the reduction gear unit 2 is meshed with one end of the external power take-off 5, and at the same time, the other end of the power take-off 5 is extended outward from the reduction housing 201 where the receiving hole 202 is located to form an output end, which can provide a larger torque. This direct connection method reduces additional transmission links, thereby reducing the failure rate and enhancing the reliability of the entire system. The reduction gear unit 2 can not only drive the components directly connected to it, but also drive other remote or external devices. This increases the scalability and versatility of the system. At the same time, the reserved receiving hole 202 makes the installation of the power take-off 5 easier, without the need for additional adapters or complicated installation procedures. This design simplifies the entire assembly process and reduces assembly time and cost.

[0071] The reserved receiving hole 202 can be adjusted according to different application requirements, for example, Figure 5 As shown, the size or shape of the hole can be changed to accommodate power take-offs 5 of different diameters, or different types of bearings or seals can be installed in the hole to adapt to different working environments. The reserved receiving hole 202 makes the installation of the power take-off 5 easier, without the need for additional adapters or complicated installation procedures. When this design of the power take-off 5 is not needed, the receiving hole 202 and the reduction housing 201 remain integral, and the hole design only needs to be performed when assembling the power take-off 5, which simplifies the entire assembly process and reduces assembly time and cost.

[0072] like Fig.10As shown, the angle between the line connecting the input shaft and the output shaft of the reduction gear unit 2 and the horizontal line is 0 to 90 degrees. This design allows the reduction gear unit to adapt to various vehicle layouts and installation requirements. For example, the powertrain can be easily installed on the chassis of the vehicle, whether in the center, side or rear of the chassis, a suitable installation angle can be found. The relative position of the input shaft and the output shaft can be flexibly adjusted according to the specific application scenario and space constraints to achieve the best transmission efficiency and vehicle performance. And the meshing condition of the gears can be optimized, and the sliding friction between the gears can be reduced, thereby improving the transmission efficiency and reducing energy loss.

[0073] like Fig.11 As shown, the first-stage reduction gear set 21 and the second-stage reduction gear set 22 of the reduction gear unit 2 have a total reduction ratio of 8 to 12.5. That is, the large gear of the second-stage reduction gear set 22 outputs power to the output end through the differential mechanism, optimizes the torque output, and is suitable for vehicles that require high torque starting and climbing. In this embodiment, the total reduction ratio is preferably 39 and 02. Taking 39 as an example, the reduction ratios of its two-stage gear set are 96 and 28 respectively. According to different input voltages, the peak torque of the motor unit 1 is 60 to 90Nm. When the input voltage is 96V, the peak torque of the motor unit 1 is 90Nm, and the maximum output torque that can be achieved is 998Nm. Due to the compact design of the motor structure of the present invention and the reasonable speed ratio distribution, compared with the traditional motor structure, the maximum output torque of 650Nm can only be achieved at a center distance of 140mm. The motor in the present invention can achieve a peak torque of 998Nm at the same center distance, achieving a small volume and a large output, and can effectively improve the performance of the vehicle under the condition of limited installation space. Of course, according to the needs, the main reduction gear cavity space reserves the cavity space corresponding to 12 speed ratios. The larger the gear ratio, the larger the cavity space required.

[0074] In the present application, the windings in the rotor 12 of the motor part 1 are distributed or concentrated flat wire windings, and the stacking height of the flat wire windings is 50-90 mm, preferably 50 mm, 64 mm, 70 mm, 76 mm, 80 mm, 85 mm.

[0075] There are multiple exhaust holes 203 on the reduction housing 201. During the operation of the reducer, the friction heat generated by the meshing of the internal gears will cause the gas to expand, causing the internal pressure of the reducer to increase. The exhaust holes can balance the atmospheric pressure inside and outside the reducer, so that the exhaust holes 203 are arranged at 0 to 90 degrees on the end face of the reduction housing 201. That is, no matter how the reduction housing 201 where the speed reducer 2 is located is arranged, the three exhaust holes 203 are designed to ensure that the 0 to 90 degree balanced arrangement is met. The corresponding exhaust cavity can be selected at different angles to ensure the pressure balance inside the reduction housing 201 and prevent damage to the reducer seal due to excessive internal pressure, such as damage to the oil seal. In addition, the exhaust holes 203 can be used as a reference for maintenance and overhaul. By observing the exhaust condition of the exhaust holes, the operating condition inside the reducer can be judged to a certain extent.

[0076] like Fig.12 As shown, the outer periphery of the control unit housing 301 of the control unit 3 is evenly divided with mounting posts 3012, and the angle between two adjacent groups of mounting posts 3012 is 60 degrees. That is, the bolt holes at every 60-degree division are suitable for the control unit NX60-degree rotation.

[0077] A heat insulation unit 4 is provided between the motor part 1 and the control part 3. The heat insulation unit 4 includes a heat insulation board 41 (using a metal substrate) and heat insulation pads 42 (made of a rubber layer) on both sides. In this way, it is possible to effectively prevent the heat transfer between the motor part 1 and the control part 3 from causing mutual influence. The metal substrate has high thermal conductivity and can effectively conduct heat, while the rubber layer has good thermal insulation performance and can prevent the transfer of heat. That is, through the design of the heat insulation unit 4, the heat transfer between the motor part 1 and the controller 3 can be effectively controlled to prevent the controller from being damaged due to overheating. At the same time, the cooling demand of the motor part 1 is also guaranteed. By reducing the thermal impact, the failure rate of the controller 3 can be reduced and its service life can be extended.

[0078] The heat insulation board 41 is provided with a through slot 4a which runs through the front and back, and a connecting seat 43 is fixed on the partition board 41, and the connecting seat 43 has three connecting slots 4b; the stator 11 of the motor part 1 has three connecting columns 11a which pass through the through slots 4a, and the ends of the connecting columns 11a are placed in the connecting slots 4b and fixed; that is, the stator 11 of the motor part 1 passes through the through slots 4a through the connecting columns 11a and is fixed in the connecting slots 4b. The end of the connecting piece 32 of the control part 3 is also placed in the connecting slot 4b and connected to the end of the connecting column 11a through the first screw 44. This design simplifies the assembly process and improves assembly efficiency.

[0079] At this time, since the design of the heat insulation unit 4 allows a certain installation angle to be adjusted, it can adapt to different vehicle layouts and installation requirements, increasing the flexibility of the design. The design of the heat insulation unit 4 is compact, which can minimize the space occupied, so that the powertrain can be installed in a vehicle with limited space.

[0080] The controller 3 has a substrate 37 (an aluminum substrate with better heat dissipation can be used) and components installed on the substrate 37. The aluminum substrate 37 is fixed to the bottom of the internal space of the controller housing 301 by screws, and a heat-conducting medium is filled between the aluminum substrate 37 and the controller housing 301, and the heat-conducting medium is a material such as silicone grease.

[0081] Reference Fig.21 As shown, the control unit 3 has three connecting pieces 34, the ends of which are placed in the connecting grooves 4b; the connecting grooves 4b have first screws 44 that connect the ends of the connecting pieces 34 therein and the ends of the connecting posts 11a; the control unit housing 301 has side windows 303 for removing the first screws 44, and the side windows 303 are used to remove the first screws 44. This design makes it more convenient to maintain and disassemble the control unit 3, and necessary maintenance work can be performed without disassembling the entire insulation unit 4.

[0082] There is a circular hole in the middle of the partition 41, and a speed sensor 31 is fixed in the middle. The intermediate shaft 12a of the rotor 12 of the motor part 1 has a sensing unit 32 that extends into the circular hole and cooperates with the speed sensor 31; the speed sensor 31 is a key component for detecting the motor speed. It can monitor the motor speed in real time and transmit this information to the control part so that the control part can adjust the running state of the motor. This sensing unit 32 extends into the circular hole of the partition 41 and cooperates with the speed sensor 31. The sensing unit 32 may include a permanent magnet or other components that can generate a magnetic field for detection by the speed sensor 31. A signal connector 33 connected to the sensing unit 32 is fixed on the outer wall of the control part 3; a signal connector 33 is fixed on the outer wall of the control part 3. This connector is used to transmit the speed signal detected by the speed sensor 31 to the control part 3. The signal connector 33 is connected to the sensing unit 32 to ensure stable signal transmission.

[0083] A busbar holder 36 connected to the high-voltage DC busbar 35 is fixed on the side wall of the control housing 301. This holder is used to connect the high-voltage DC busbar 35. The busbar is a wire used to supply electric energy to the motor part 1. The busbar holder 36 ensures that the electrical connection between the busbar and the control part 3 is stable and reliable. The end of the control part 3 penetrates into the control part housing 301 and is connected and fixed to the voltage input terminal of the control part 3. And it is connected and fixed to the voltage input terminal of the control part 3. Such a design enables the control part 3 to receive electric energy from the high-voltage DC busbar 35 and control the operation of the motor part 1.

[0084] In addition, in the present application, a first heat dissipation rib 101 distributed along the axial direction is formed on the outer side of the outer shell 104 of the motor part 1; a second heat dissipation rib 304 distributed along the axial direction is formed on the outer wall of the controller shell 301; and air ducts extending along the circumferential direction are respectively formed between adjacent first heat dissipation ribs 101 and between adjacent second heat dissipation ribs 304. When the electric vehicle with the integrated motor of the present invention is traveling, its forward direction is perpendicular to the axial direction of the motor. The first heat dissipation rib 101 on the upper part of the outer shell 104 of the motor part 1 extends to the outer surface of the reduction housing 201 where the reduction gear part 2 is located, so that the outer shell 104 of the motor part 1 can assist in heat dissipation with the aid of the reduction housing 201 of the reduction gear part 2. In addition, an axial reinforcement rib 102 having the same height as the first heat dissipation rib 101 is provided on the outer side of the outer shell 104 of the motor part 1 to strengthen the overall strength of the outer shell 104. The axial reinforcement rib 102 has a through hole 103 to make the circumferential air duct continuous to ensure the heat dissipation effect (see for details). Fig. 22 shown).

[0085] The end of the controller housing 301 has a plurality of heat sinks 3011 arranged in parallel, and also includes mounting columns 3012 arranged at the same height as the heat sinks 3011. A straight air duct is formed between the heat sinks 3011; the driving direction of the electric vehicle is along the straight air duct, and the two are parallel to each other, and may also have a certain acute angle. The mounting columns 3012 have mounting holes, and each mounting column 3012 has a heat sink 3011 connected thereto, so that the mounting columns 3012 are arranged at equal angles along the end edge of the controller housing 301. In this embodiment, the number of mounting columns 3012 is 5, and the central angle between adjacent mounting columns 3012 is 60°. There is a gap between the first and last two mounting columns 3012, and the gap is located on the side close to the output part. During each installation process, the motor part 1 is installed using the mounting frame 302 through three of the mounting columns 3012 (such as Fig.13 As shown in FIG. 3 , the motor can be installed in three postures through the mounting column 3012, namely, hanging, side mounting, and angled oblique mounting (such as Fig.13 , Fig.14 shown).

[0086] In order to ensure the installation strength through the installation column 3012, a clearance groove 305 for screwing screws is formed on the circumference of the extension of the second heat dissipation rib 304, and a mounting flange is formed on the controller housing 301. The screws passing through the mounting flange connect the controller housing 301 to the end of the outer housing 104 of the motor part 1. In this way, larger screws can be used for connection to ensure the connection strength.

[0087] In this way, the heat dissipation structure is reasonably set up, and the airflow generated during the driving of the electric vehicle can pass through the circumferentially extending air duct and the straight air duct at the end of the controller housing 301, which can greatly improve the efficiency, so that the heat generated by the motor part 1 and the controller 3 can be dissipated in time to prevent heat accumulation from affecting the life and operation stability.

[0088] Since the outer shell 104 of the motor part 1 and the reduction shell 201 of the reduction gear part 2 are integrally formed, the heat generated by the motor part 1 in the outer shell 104 can be transferred to the reduction shell 201 of the reduction gear part 2. The reduction shell 201 can assist in the heat dissipation of the motor part 1 and further improve the heat dissipation efficiency, so that the motor part 1 can achieve a higher output speed and improve the performance of the motor.

[0089] The whole device has a reasonable layout, with the motor, reduction gear and control parts integrated into one unit, which improves space utilization efficiency and overall performance. The motor and control parts can be set in front of, behind or on the left and right of the transmission half shaft as needed to adapt to different vehicle designs and drive requirements (front drive or rear drive).

[0090] Of course, according to needs, there can be many combinations of motors, electronic controls, and reducers in the present application, forming a three-in-one powertrain as a whole. It is also possible to use a separate two-in-one powertrain of motors and reducers, or a four-in-one powertrain of motors, electronic controls, reducers, and VCU. These are all within the scope of protection of the present application and can be adjusted according to the actual application scenarios of the motors.

[0091] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments, and the above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, and these changes and improvements all fall within the scope of the present invention to be protected.

Claims

1. An integrated motor for an electric drive vehicle, comprising a motor unit (1), a reduction gear unit (2) and a control unit (3), characterized in that: The central axis of the motor part (1) serves as an output end and as an input end of the reduction gear part (2); The output end of the reduction gear unit (2) is offset relative to the central axis of the motor unit (1), and the reduction gear unit (2) comprises a primary reduction gear set (21) and a secondary reduction gear set (22). The primary reduction gear set (21) is used as a meshing transmission with the output end of the motor unit (1), and the secondary reduction gear set (22) drives one or two sets of transmission half shafts (23) for external output to be connected and rotated, so that the angle between the line connecting the input shaft and the output shaft of the reduction gear unit (2) and the horizontal line is 0 to 90 degrees; The control unit (3) is arranged at the other end of the output end of the motor unit (1) and serves as the center for controlling the motor unit (1). A heat insulation unit (4) is arranged between the motor unit (1) and the control unit (3).

2. The integrated motor for an electric drive vehicle according to claim 1, characterized in that: The primary reduction gear set (21) and the secondary reduction gear set (22) of the reduction gear unit (2) have a total reduction ratio of 8 to 12.

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3. The integrated motor for an electric drive vehicle according to claim 1, characterized in that: The winding in the rotor (12) of the motor part (1) is a distributed or concentrated flat wire winding, and the stacking height of the flat wire winding is 50 to 90 mm.

4. The integrated motor for an electric drive vehicle according to claim 1, characterized in that: A receiving hole (202) is reserved on the reduction housing (201) where the reduction gear portion (2) is located. By penetrating the receiving hole (202), the first-stage reduction gear set (21) of the reduction gear portion (2) is meshed with one end of an externally connected power take-off (5), and at the same time, the other end of the power take-off (5) is extended outward from the reduction housing (201) where the receiving hole (202) is located to form an output end.

5. The integrated motor for an electric drive vehicle according to claim 4, characterized in that: A plurality of exhaust holes (203) are provided on the reduction housing (201), so that the exhaust holes (203) are arranged at an angle of 0 to 90 degrees to the end surface of the reduction housing (201).

6. The integrated motor for an electric drive vehicle according to claim 1, characterized in that: A connecting hole (204) is provided on the outside of the output end of the reduction gear part (2), and is connected and fixed to an external transmission half shaft (23) through the connecting hole (204); The angle between the transmission half shaft (23) and the output end of the reduction gear unit (2) is in the range of 0 to 10 degrees.

7. The integrated motor for an electric drive vehicle according to claim 6, characterized in that: One end of the connecting hole (204) connected to the secondary reduction gear set (22) is connected to one end of the transmission half shaft (23) and serves as an output, and the other end of the connecting hole (204) is locked by an electromagnetic differential lock (24).

8. The integrated motor for an electric drive vehicle according to claim 1, characterized in that: The control unit housing (301) of the control unit (3) is provided with mounting columns (3012) at equally divided positions on the periphery, and the angle between two adjacent groups of mounting columns (3012) is 60 degrees.

9. The integrated motor for an electric drive vehicle according to claim 1, characterized in that: The heat insulation unit (4) comprises a heat insulation board (41) and heat insulation pads (42) on both sides; The heat insulation board (41) is provided with a through slot (4a) penetrating from front to back, and a connecting seat (43) is fixed on the partition board (41), and the connecting seat (43) has three connecting slots (4b); the stator (11) of the motor part (1) has three connecting columns (11a) passing through the through slot (4a), and the ends of the connecting columns (11a) are placed in the connecting slots (4b) and fixed; The control unit (3) has three connecting pieces (34), and the ends of the connecting pieces (34) are placed in the connecting grooves (4b); the connecting grooves (4b) have first screws (44) for connecting the ends of the connecting pieces (34) therein and the ends of the connecting columns (11a); the control unit housing (301) has a side window (303) for removing the first screws (44).

10. The integrated motor for an electric drive vehicle according to claim 9, characterized in that: A circular hole is provided in the middle of the partition (41), and a rotation speed sensor (31) is fixed in the middle; an intermediate shaft (12a) of the rotor (12) of the motor part (1) is provided with a sensing unit (32) extending into the circular hole and used in conjunction with the rotation speed sensor (31); a signal connector (33) connected to the sensing unit (32) is fixed on the outer wall of the control part (3); A busbar holder (36) connected to a high-voltage DC busbar (35) is fixed on the side wall of the control housing (301); an end of the control unit (3) is inserted into the control unit housing (301) and is connected and fixed to a voltage input terminal of the control unit (3).

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