Electric drive assembly and electric vehicle

Abstract

The invention provides an electric drive assembly and an electric vehicle. The electric drive assembly comprises a motor, a speed reducer, a first bearing, a second bearing, a third bearing and a spacer bush, the speed reducer is provided with a speed reducer input shaft, the speed reducer input shaft comprises a first end and a second end which are oppositely arranged, the motor is provided with a motor shaft, and the motor shaft comprises a third end and a fourth end which are oppositely arranged. The third end is inserted into the second end, the first end is sleeved with the first bearing, the second end is sleeved with the second bearing, the fourth end is sleeved with the third bearing, the speed reducer input shaft is sleeved with the spacer bush, and the spacer bush makes contact with the end face, facing the first bearing, of the second bearing; and the spacer bush is used for axially positioning the second bearing.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an electric drive assembly and an electric vehicle. Background Art

[0002] In the new energy industry, the support forms of the electric drive assembly input shaft mainly include four-bearing, three-bearing and two-bearing support schemes. In the four-bearing support scheme, two bearings are arranged on the motor input shaft and two bearings are arranged on the reducer input shaft. However, the four-bearing support scheme uses one high-speed bearing, which results in higher costs and poor spline alignment. In the two-bearing support scheme, the reducer input shaft and the motor output shaft are each distributed with a bearing, resulting in an excessively long bearing span and a large deflection at the gear position, which can easily cause NVH and other problems. In the three-bearing support scheme, the spline alignment and cost are better than those of four bearings, and the gear deflection is better than that of two bearings. However, in an existing electric drive assembly using a three-bearing support scheme, the intermediate bearing is axially positioned by a shoulder on the reducer input shaft, which makes it impossible to set a parking device for the electric drive assembly. Summary of the Invention

[0003] The embodiments of the present application provide an electric drive assembly and an electric vehicle that are compatible with a parking device.

[0004] In the 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 having a reducer input shaft, the reducer input shaft including a first end and a second end arranged opposite to each other, the motor having a motor shaft, the motor shaft including a third end and a fourth end arranged opposite to each other, the third end being inserted into the second end, the first bearing being sleeved on the first end, the second bearing being sleeved on the second end, the third bearing being sleeved on the fourth end, the axial length of the first spacer being greater than the axial length of the second spacer, when the reducer input shaft is not sleeved with a parking device, the first spacer is sleeved on the reducer input shaft and contacts with the end face of the second bearing facing the first bearing; when the reducer input shaft is sleeved with a parking device, 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 first aspect of the present application provides a reducer input shaft supported by a first bearing and a second bearing, and a motor shaft supported by a third bearing. In other words, the electric drive assembly supports the reducer input shaft and the motor shaft via 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 of different axial lengths. When a parking device is not provided, the first spacer with a longer axial length is used, and when a parking device is required, the second spacer with a shorter axial length is used. In this way, the electric drive assembly is compatible with both the situation where a parking device is not provided and the situation where a parking device is provided. Manufacturers can select spacers according to their needs, which facilitates the manufacture and assembly of electric vehicles.

[0006] According to the first aspect, in a first possible implementation of the first aspect, the electric drive assembly further includes a positioning structure, which is protruding on the outer surface of the first end, and the positioning structure is in contact with 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 of the first aspect, in the second possible implementation of the first aspect, the electric drive assembly also includes a first supporting component, the first end of the reducer input shaft is passed through the first supporting component, the first bearing is provided on the first supporting component, and the first supporting component is used to support the first bearing.

[0008] According to the first aspect or the first to second possible implementations of the first aspect, in a third possible implementation of the first aspect, the first support component includes a first support portion and a first positioning portion protruding from an inner surface of the first support portion; the first bearing includes a first outer ring and a first inner ring rotatably received within the first outer ring; the first end is inserted through the first inner ring; a side of the first outer ring facing away from the second bearing abuts against the first positioning portion; the first positioning portion is used to axially position the first bearing. In other words, the first bearing is disposed between the first positioning portion and the positioning structure, reducing axial float of the first bearing and facilitating reduction of NVH issues.

[0009] According to the first aspect or the first to third possible implementations of the first aspect, in the fourth possible implementation of the first aspect, the electric drive assembly also includes a second support component, the second end of the reducer input shaft is passed through the second support component, the second bearing is provided on the second support component, and the second support component is used to support the second bearing.

[0010] According to the first aspect or the first to fourth possible implementations of the first aspect, in the sixth possible implementation of the first aspect, the second supporting component includes a second supporting portion and a second positioning portion protruding from the inner surface of the second supporting portion, the second bearing includes a second outer ring and a second inner ring rotatably accommodated in the second outer ring, the second end is passed through the second inner ring, and the side of the second outer ring facing away from the first bearing is abutted against the second positioning portion, and the second positioning portion is used to axially position the first bearing.

[0011] According to the first aspect or the first to fifth possible implementations of the first aspect, in a sixth possible implementation of the first aspect, the electric drive assembly further includes a third support component, the fourth end of the motor shaft is disposed through the third support component, and the third bearing is disposed on the third support component. The third support component is configured to support the third bearing.

[0012] According to the first aspect or the first to sixth possible implementations of the first aspect, in a seventh possible implementation of the first aspect, the third support component includes a third support portion and a third positioning portion protruding from an inner surface of the third support portion; the third bearing includes a third outer ring and a third inner ring rotatably received within the third outer ring; the fourth end passes through the third inner ring; and the electric drive assembly further includes an elastic member connected between a side of the third outer ring facing away from the second bearing and the third positioning portion. The elastic member is configured to pre-press the third bearing against the third support portion.

[0013] According to the first aspect or the first to seventh possible implementations of the first aspect, in the eighth possible implementation of the first aspect, the second end is provided with an axial hole in the axial direction, the third end is inserted into the axial hole, and the electric drive assembly further includes a retaining spring, which is clamped between the inner surface of the axial hole and the outer surface of the third end, and is used to reduce the adverse effects of axial movement of the motor shaft (especially large impact loads) and further reduce NVH problems. In addition, since the retaining spring can reduce the axial movement of the motor shaft, the service life of the elastic member can be extended. In addition, the retaining spring has a simple structure and is easy to assemble.

[0014] According to the first aspect or the first to eighth possible implementations of the first aspect, in the ninth possible implementation 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, and the internal spline is connected to the external spline to achieve a spline connection between the second end and the third end to transmit torque.

[0015] According to the first aspect or any of the first to ninth possible implementations of the first aspect, in a tenth possible implementation of the first aspect, a first groove is provided on the second end of the reducer input shaft, a second groove is provided on the outer surface of the third end of the motor shaft corresponding to the first groove, and the retaining spring is received in a receiving space formed by the first and second grooves. The provision of the first and second grooves facilitates assembly of the retaining spring.

[0016] In a second aspect, the present application provides an electric vehicle comprising the electric drive assembly described in the first aspect or the first to tenth possible implementations of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A structural block diagram of an electric vehicle provided in one embodiment of the present application;

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

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

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

[0021] Figure 5 for Figure 4 A cross-sectional view of an electric drive assembly with a parking brake is shown. DETAILED DESCRIPTION

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

[0023] It should be understood that expressions such as "include" and "may include" used in this application indicate the existence of the disclosed functions, operations, or constituent elements, and do not limit one or more additional functions, operations, and constituent elements. In this application, terms such as "include" and / or "have" may be interpreted as indicating specific characteristics, numbers, operations, constituent elements, components, or combinations thereof, but may not be interpreted as excluding the existence or possibility of adding one or more other characteristics, numbers, operations, constituent elements, components, or combinations thereof.

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

[0025] In this application, expressions including ordinal numbers such as "first" and "second" may modify various elements. 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, a first user device and a second user device indicate different user devices, even though the first user device and the second user device are both user devices. Similarly, without departing from the scope of this application, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

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

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

[0028] Among them, electric vehicles include battery electric vehicles (BEV), hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV).

[0029] A battery electric vehicle (BEV) includes an electric motor, where the motor's energy source is a power battery. The power battery in a BEV can be recharged from an external power grid. The power battery in a BEV is effectively the sole source of onboard energy for vehicle propulsion.

[0030] A hybrid electric vehicle (HEV) consists of an internal combustion engine and an electric motor. The engine's energy source is fuel, while the electric motor's energy source is a battery. The engine is the primary source of energy for vehicle propulsion, while the HEV's battery provides supplemental energy for propulsion (the battery 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 is that the plug-in hybrid electric vehicle power battery has a larger capacity than the hybrid electric vehicle power battery and the plug-in hybrid electric vehicle power battery can be recharged from the power grid. The plug-in hybrid electric vehicle power battery is the main source of energy for vehicle propulsion until the plug-in hybrid electric vehicle power battery is depleted to a low energy level, at which point the plug-in hybrid electric vehicle operates like a hybrid electric vehicle for vehicle propulsion.

[0032] The following describes the embodiments of the present application in conjunction with the accompanying drawings. In the embodiments of the present application, a battery electric vehicle is taken as an example to illustrate the structure of the electric vehicle.

[0033] See also Figure 1 The present application provides an electric vehicle 200, comprising 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 comprises a power battery 2011, a battery management system 2013, and a charger 2015. The electric drive assembly 100 comprises 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.

[0034] The Vehicle Control Unit (VCU) 203, also known as the powertrain controller, is the core control component of the entire vehicle, equivalent to the car's brain. It collects signals from the accelerator pedal, brake pedal, and other components, makes corresponding judgments, and then controls the actions of the underlying component controllers to drive the vehicle normally. As the vehicle's command and management center, the VCU's main functions include: drive torque control, optimized control of braking energy, vehicle energy management, maintenance and management of the CAN (Controller Area Network) network, fault diagnosis and handling, and vehicle status monitoring. It plays a role in controlling vehicle operation. Therefore, the quality of the VCU 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 according to a set direction, speed, angle, and response time. It is in communication with the vehicle controller 203. In the electric vehicle 200, the motor controller 204 converts the electrical energy stored in the power battery 2011 into the electrical energy required by the motor based on commands such as gear position, accelerator, and brake pedal. This controls the starting, forward and backward speeds, and climbing strength of the electric vehicle 200. It also assists in braking the electric vehicle 200 and stores some of the braking energy in the power battery 2011.

[0036] An electric motor (commonly known as a "motor") is an electromagnetic device that converts or transmits electrical energy according to the law of electromagnetic induction. It is electrically connected to the motor controller 204 and mechanically connected to the reducer 20. Its primary function is to generate driving torque, serving as a power source for driving wheels 205. In some embodiments, the motor can also convert mechanical energy into electrical energy, acting as a generator.

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

[0038] For example, the motor 20 may be a three-phase motor. That is, the stator winding may include three separate phase windings. To control the motor, a three-phase voltage wave or a three-phase current wave is applied to the phase windings. The three-phase wave separates the signals of each phase by 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 may also include a supercapacitor.

[0040] The battery management system 2013 is electrically connected to the power battery 2011 and is in communication with the vehicle controller 203. The battery management system 2013 is used to monitor and estimate the status of the power battery 2011 under different operating conditions 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 status estimation; online diagnosis and early warning; charge, discharge, and pre-charge control; balancing management and thermal management.

[0041] The charger 2015 is electrically connected to the power battery 2011 and is configured 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 (e.g., a charging station), the charger 2015 converts the AC power provided by the external power source into DC power to charge the power battery 2011. Furthermore, 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 connected to the auxiliary battery 320 and the low-voltage load 330, respectively. The DC / DC converter 310 is used to convert the high voltage (e.g., 380V) output by the power battery 2011 into a low voltage (e.g., 12V) to charge the auxiliary battery 320 and power the low-voltage load 330. In some embodiments, the low-voltage load 330 includes low-voltage vehicle accessories such as a cooling pump, fan, heater, power steering, brakes, etc. Of course, the auxiliary battery 320 can also power the low-voltage load 330. Furthermore, the power battery 2011 is also connected to the high-voltage load 340 to provide 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 may include multiple channels for communication. One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN). One of the channels of the vehicle network may include Ethernet defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards. Other channels of the vehicle network may include discrete connections between modules and may include power signals from the auxiliary power battery 2011. Different signals may be transmitted through different channels of the vehicle network. For example, a video signal may be transmitted through a high-speed channel (e.g., Ethernet), while a control signal may be transmitted through CAN or a discrete signal. The vehicle network may include any hardware components and software components that assist in transmitting signals and data between modules. The vehicle network is Figure 1 Not shown, but implied, the vehicle network can be connected to any electronic module present in the electric vehicle 200. For example, a vehicle controller 203 can be present to coordinate the operation of various components.

[0044] It should be understood that the structures illustrated in the embodiments of this application do not constitute a specific limitation on the electric vehicle 200. In other embodiments of this application, the electric vehicle 200 may include more or fewer components than shown, or may combine or separate certain components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0045] See also Figure 2The electric drive assembly 100 also includes a first bearing 30, a second bearing 40, a third bearing 50 and a spacer sleeve 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 that 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 that 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 to support the first end 131. The second bearing 40 is sleeved on the second end 133 to support the second end 133. The third bearing 50 is sleeved on the fourth end 233 to support the fourth end 233. The spacer sleeve 60 is sleeved on the outside of the reducer input shaft 13 and contacts the end face of the second bearing 40 close to the first bearing 30, and is used to axially position the second bearing 40, thereby facilitating 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 conducive to the miniaturization and lightweight development of the electric drive assembly 100. It can be understood that the reducer 20 also includes an output shaft (not shown in the figure). 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] The spacer 60 includes a first spacer 61 and a second spacer 63 (eg Figure 3 As shown, the axial length of the first spacer 61 is greater than the axial length of the second spacer 63. When the speed reducer input shaft 13 of the electric vehicle 200 is not equipped with a parking device, the first spacer 61 is mounted on the speed reducer input shaft 13 and contacts the end surface of the second bearing 40 adjacent to the first bearing 30.

[0047] See also Figure 3 The electric vehicle 200 further includes a parking device 300 mounted on the reducer input shaft 13, with the second spacer 63 positioned 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, thereby locking the reducer input shaft 13 to prevent the electric vehicle 200 from sliding after parking. In an emergency, the parking device 300 can also cooperate with the service brake device (not shown) to apply emergency braking.

[0048] In the electric drive assembly 100 provided in the embodiment of the present application, when the parking device 300 is not required to be set on the reducer input shaft 13, the second end 133 of the reducer input shaft 13 is provided with a first spacer sleeve 61, that is, the first spacer sleeve 61 with a longer axial length is used; and in the case where the reducer input shaft 13 is provided with the parking device 300, the reducer input shaft 13 is provided with a second spacer sleeve 63. In this way, the electric drive assembly 100 is compatible with the case where the parking device 300 is provided and the case where the parking device 300 is not provided. Manufacturers can select spacers according to their needs, which facilitates the manufacture and assembly of the electric vehicle 200.

[0049] Please refer again Figure 2 The second end 133 of the reducer input shaft 13 is provided with an axially extending shaft hole 1331, and the inner surface of the shaft hole 1331 is provided with an internal spline (not shown). The outer surface of the third end 231 of the motor shaft 23 is provided with an external spline (not shown). The internal spline and the external spline 1333 cooperate to achieve a spline connection between the second end 133 of the reducer input shaft 13 and the third end 231 of the motor shaft 23 to transmit torque. The inner surface of the second end 133 of the reducer input shaft 13 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 cooperates with the second cylindrical surface for radial positioning, which also improves the connection stability between the motor shaft 23 and the reducer input shaft 13.

[0050] The electric drive assembly 100 also includes a positioning structure 71 protruding 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 and is used to axially position 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 sleeve.

[0051] The electric drive assembly 100 also includes a first support component 73. The first end 131 of the reducer input shaft 13 is inserted through the first support component 73, and the first bearing 30 is mounted on the first support component 73. The first support component 73 supports the reducer 10 and the first bearing 30. The first support component 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 within the first outer ring 31. The first end 131 is inserted 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 to position the first bearing 30.

[0052] The electric drive assembly 100 also includes a second support component 75. The second end 133 of the reducer input shaft 13 is inserted through the second support component 75, and the second bearing 40 is mounted on the second support component 75. The second support component 75 supports the reducer 10 and the second bearing 40. The second support component 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 is inserted through the second inner ring 43. The 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 also 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 is disposed through the third inner ring 53.

[0054] The electric drive assembly 100 further includes an elastic member 79 connected between a 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 pre-press the third bearing 50 against the third support component 77 .

[0055] The electric drive assembly 100 also includes a retaining spring 81, which is sandwiched between the inner surface of the shaft hole 1331 of the second end 133 and the outer surface of the third end 231. This retaining spring 81 is used to axially position the third end 231 of the motor shaft 23 relative to the reducer input shaft 13, thereby reducing the adverse effects of axial movement of the motor shaft 23 (especially large impact loads) and further alleviating NVH issues. Furthermore, because the retaining spring 81 can reduce axial movement of the motor shaft 23, it can extend the service life of the elastic member 79. Furthermore, the retaining spring has a simple structure and is easy to assemble.

[0056] A first groove 1333 is defined on the second end 133 of the reducer input shaft 13. A second groove 2313 is defined on the outer surface of the third end 231 of the motor shaft 23, corresponding to the first groove 1331. The retaining spring 81 is accommodated within the space formed by the first and second grooves 1333 and 2313. The arrangement of the first and second grooves 1333 and 2313 facilitates assembly of the retaining spring 81. In this embodiment, the retaining spring 81 is a circular open-end retaining spring.

[0057] It is understood that the electric drive assembly 100 can omit the retaining spring 81, see Figure 4 and Figure 5 ,in, Figure 4 This is a schematic diagram of the electric drive assembly 100 when no parking device is required on the reducer input shaft 13 and the reducer input shaft 13 is provided with a first spacer sleeve 61; Figure 5 When the parking device 300 is sleeved on the reducer input shaft 13 , the second end 133 of the reducer input shaft 13 is sleeved on the second spacer sleeve 63 .

[0058] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. An electric drive assembly, characterized in that: The electric drive assembly includes a motor, a reducer, a first bearing, a second bearing, a third bearing, a retaining spring, a first groove, and a second groove. The reducer has a reducer input shaft, and the reducer input shaft includes a first end and a second end that are oppositely disposed. The motor has a motor shaft, and the motor shaft includes a third end and a fourth end that are oppositely disposed. 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, and the third bearing is sleeved on the fourth end. A first groove is provided on the second end, a second groove is provided on the outer surface of the third end, and the electric drive assembly further includes a retaining spring received in an accommodating space formed by the first groove and the second groove.

2. The electric drive assembly according to claim 1, characterized in that: The electric drive assembly also includes a third support component, the fourth end of the motor shaft is passed through the third support component, the third bearing is provided on the third support component, the third support component includes a third support portion and a third positioning portion protruding on the inner surface of the third support portion, the third bearing includes a third outer ring and a third inner ring rotatably accommodated in the third outer ring, the fourth end is passed through the third inner ring, and the electric drive assembly also includes an elastic member, which is connected between the side of the third outer ring facing away from the second bearing and the third positioning portion.

3. The electric drive assembly according to claim 1 or 2, characterized in that: The electric drive assembly includes a second spacer and a parking device. The second spacer is sleeved on the reducer input shaft. The second spacer is located between the end surface of the second bearing facing the first bearing and the parking device.

4. The electric drive assembly according to claim 1 or 2, characterized in that: The electric drive assembly includes a first spacer sleeve, which is sleeved on the reducer input shaft and contacts the end surface of the second bearing facing the first bearing.

5. The electric drive assembly according to claims 1-4, characterized in that: The electric drive assembly further includes a positioning structure, which is protrudingly provided on the outer surface of the first end and contacts a side of the first bearing facing the second bearing.

6. The electric drive assembly according to any one of claims 1 to 5, characterized in that: The electric drive assembly further includes a first support component, the first end of the reducer input shaft passes through the first support component, and the first bearing is provided on the first support component.

7. The electric drive assembly according to claim 6, characterized in that: The first supporting component includes a first supporting portion and a first positioning portion protruding from the inner surface of the first supporting portion. The first bearing includes a first outer ring and a first inner ring rotatably accommodated in the first outer ring. The first end is passed through the first inner ring, and the side of the first outer ring facing away from the second bearing is in contact with the first positioning portion.

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

9. The electric drive assembly according to claim 8, characterized in that: The second supporting component includes a second supporting portion and a second positioning portion protruding from the inner surface of the second supporting portion. The second bearing includes a second outer ring and a second inner ring rotatably accommodated in the second outer ring. The second end is passed through the second inner ring, and the side of the second outer ring facing away from the first bearing is in contact with the second positioning portion.

10. The electric drive assembly according to claims 1-9, characterized in that: The second end is provided with an axial hole along the axial direction, the third end is inserted into the axial hole, an inner spline is provided on the inner surface of the axial hole, an outer spline is provided on the outer surface of the third end, and the inner spline is connected to the outer spline.

11. An electric vehicle, characterized in that: Comprising the electric drive assembly according to any one of claims 1-10.

Images