Electric drive assembly

Abstract

The invention discloses an electric drive assembly which comprises a drive assembly, a transmission shaft and a synchronizer. The driving assembly comprises a driving motor, a differential mechanism assembly and a bearing seat, an output short half shaft of the differential mechanism assembly is coaxially connected with a hollow motor shaft of the driving motor through an output half shaft, the hollow motor shaft is provided with a first motor bearing, the differential mechanism assembly is provided with a differential mechanism bearing, and the bearing seat is provided with a first bearing hole and a second bearing hole; the transmission shaft is in transmission connection with a hollow motor shaft of the driving motor through a first-stage low-speed gear set and a first-stage high-speed gear set, and the transmission shaft is in transmission connection with the differential mechanism assembly through a second-stage gear set. The synchronizer is located between the first-stage low-speed-gear gear set and the first-stage high-speed-gear gear set. Parts such as a gear shaft, a gear pair and a bearing are reduced, light weight of the whole vehicle is facilitated, and transmission efficiency is improved. And meanwhile, the bearing seat with double bearing holes is adopted, so that the rigidity of the shaft system is greatly improved, and the deformation of the gear under bearing is effectively reduced.

Description

Technical Field

[0001] This application relates to the field of gearbox equipment technology, and more specifically, to an electric drive assembly. Background Technology

[0002] With the development of new energy vehicle technology, rugged off-road vehicles and high-performance pickup trucks are gradually transitioning to electrification. These vehicles have dual requirements for their powertrains: they need to provide fuel efficiency for high-speed cruising on daily highways, while also delivering significant torque output for off-road and obstacle-crossing scenarios. Therefore, adopting a two-speed electric drive system with high and low gears has become an important technological approach.

[0003] In existing technologies, electric drive assemblies that achieve two-speed functionality often employ a parallel shaft system arrangement. While these solutions can achieve two-speed shifting, they generally suffer from drawbacks such as complex transmission shaft systems, numerous components, large size and weight, high manufacturing costs, and low efficiency due to long transmission chains.

[0004] Furthermore, in some parallel shaft designs, since the axes of the motor shaft and the wheel half-shaft do not coincide, the gear shaft system may be adversely affected under conditions such as rapid acceleration or braking, such as worsening the noise, vibration, and acoustic roughness of the system.

[0005] Therefore, how to simplify the structure of the electric drive assembly and improve its transmission efficiency while realizing two-speed transmission in the electric drive assembly has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0006] In view of this, the purpose of this application is to provide an electric drive assembly that simplifies the structure of the electric drive assembly and improves transmission efficiency while realizing two-speed transmission.

[0007] To achieve the above objectives, this application provides the following technical solution:

[0008] An electric drive assembly, comprising:

[0009] A drive assembly includes a drive motor, a differential assembly, and a bearing housing. The output short half-shaft of the differential assembly is coaxially connected to the hollow motor shaft of the drive motor via the output half-shaft. A first motor bearing is provided at one end of the hollow motor shaft near the differential assembly, and a differential bearing is provided at one end of the differential assembly near the hollow motor shaft. The bearing housing has a first bearing hole for supporting the first motor bearing and a second bearing hole for supporting the differential bearing.

[0010] The drive shaft is connected to the hollow motor shaft of the drive motor via a first-stage low-speed gear set and a first-stage high-speed gear set, and the drive shaft is connected to the differential assembly via a second-stage gear set.

[0011] A synchronizer is disposed on the drive shaft and is located between the first-stage low-speed gear set and the first-stage high-speed gear set. The synchronizer is used to switch between the first-stage low-speed gear set and the first-stage high-speed gear set to output different torques.

[0012] Optionally, in the above-mentioned electric drive assembly, the synchronizer includes a gear sleeve that can move axially along the drive shaft and a gear hub that is drivenly connected to the drive shaft. The gear sleeve is drivenly connected to the gear hub, and the movement path of the gear sleeve includes at least two working positions. The two working positions of the gear sleeve are drivenly connected to the first-stage high-speed gear set and drivenly connected to the first-stage low-speed gear set, respectively.

[0013] Optionally, in the above-mentioned electric drive assembly, one side of the gear hub abuts against the shoulder of the drive shaft, and the other side of the gear hub abuts against a spacer or shaft retaining ring disposed on the drive shaft.

[0014] Optionally, in the above-mentioned electric drive assembly, the first-stage low-speed gear set includes a first-stage low-speed driving gear fixed on the hollow motor shaft and a first-stage low-speed driven gear sleeved on the transmission shaft. The first-stage low-speed driven gear is rotatably sleeved on the transmission shaft through a low-speed needle roller bearing. The first-stage low-speed driven gear meshes with the first-stage low-speed driving gear, and the gear sleeve is used for transmission connection with the first-stage low-speed driven gear.

[0015] Optionally, in the above-mentioned electric drive assembly, the first-stage low-speed driven gear is fixed with a low-speed engagement tooth for meshing with the gear sleeve, and the low-speed engagement tooth is provided with a low-speed limiting step for limiting the travel of the gear sleeve.

[0016] Optionally, in the above-mentioned electric drive assembly, the first-stage high-speed gear set includes a first-stage high-speed drive gear that is driven and connected to the hollow motor shaft and a first-stage high-speed driven gear sleeved on the drive shaft. The first-stage high-speed driven gear is rotatably sleeved on the drive shaft through a high-speed needle roller bearing. The first-stage high-speed driven gear meshes with the first-stage high-speed drive gear, and the gear sleeve is used for drive connection with the first-stage high-speed driven gear.

[0017] Optionally, in the above-mentioned electric drive assembly, the first-stage high-speed driven gear is fixed with a high-speed engagement tooth for meshing with the gear sleeve, and the high-speed engagement tooth is provided with a high-speed limiting step for limiting the movement stroke of the gear sleeve.

[0018] Optionally, in the above-mentioned electric drive assembly, a second motor bearing is provided at the end of the hollow motor shaft away from the differential assembly, one side of the first-stage high-speed drive gear abuts against the second motor bearing, and the other side of the first-stage high-speed drive gear is limited by a shaft retaining ring.

[0019] Optionally, in the above-mentioned electric drive assembly, the secondary gear set includes a secondary driving gear fixed on the drive shaft and a secondary driven gear connected to the differential assembly, wherein the secondary driving gear meshes with the secondary driven gear.

[0020] Optionally, in the above-described electric drive assembly, the differential assembly includes a differential lock magnet limiting plate, and the bearing housing has a limiting hole for limiting the differential lock magnet limiting plate; and / or,

[0021] The bearing housing is provided with an oil guide hole, which is used to guide excess lubricating oil to the interior of the differential assembly; and / or

[0022] The first motor bearing is a cylindrical roller bearing.

[0023] The electric drive assembly provided in this application, by coaxially connecting the output short half-shaft of the differential assembly to the hollow motor shaft of the drive motor via the output half-shaft, allows the hollow motor shaft of the drive motor to move in the opposite direction to the output half-shaft during emergency braking and other conditions, reducing the deformation impact on the gear shaft system and improving NVH performance. Simultaneously, the bearing housing provides support for the differential bearing at one end of the differential assembly and the first motor bearing at one end of the hollow motor shaft, thereby increasing bearing life, reducing gear deformation, and improving bearing reliability and NVH performance. Furthermore, the drive shaft is connected to the hollow motor shaft of the drive motor via a single-stage high-speed gear set and a single-stage low-speed gear set, and the drive shaft is connected to the differential assembly via a two-stage gear set. A synchronizer is positioned between the single-stage low-speed gear set and the single-stage high-speed gear set to enable switching between them, thereby allowing for different torque outputs. As can be seen from the above examples, the electric drive assembly provided in this application adopts a three-axis, two-stage reduction scheme. Compared with the existing four-axis or five-axis, three-stage reduction schemes, it reduces the number of components such as gear shafts, gear pairs, and bearings, significantly simplifying the assembly structure, reducing material costs, manufacturing costs, and assembly difficulty. This results in a more compact overall layout of the reducer, occupying less space, which helps to reduce the weight of the entire vehicle and improve transmission efficiency. Simultaneously, the use of a bearing housing with double bearing holes improves the hollow motor shaft of the drive motor from a traditional cantilever support structure to a straddle-type support structure with support at both ends. This greatly improves the rigidity of the shaft system, effectively reduces gear deformation under load, thereby improving the smoothness of gear meshing and bearing life. This significantly improves the noise, vibration, and acoustic roughness performance of the entire electric drive assembly, enhancing its reliability.

[0024] The technical features mentioned above, those to be mentioned below, and those shown individually in the accompanying drawings can be combined arbitrarily, provided that the combined technical features are not contradictory. All feasible combinations of features are the technical content explicitly described herein. Any one of the multiple sub-features contained in the same statement can be applied independently, without necessarily being applied together with other sub-features. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0026] Figure 1 A layout diagram of the electric drive assembly provided in an embodiment of this application;

[0027] Figure 2 This is a schematic diagram of the structure of the electric drive assembly provided in an embodiment of this application.

[0028] Among them, 100 is the electric drive assembly, 10 is the drive component, 11 is the drive motor, 111 is the hollow motor shaft, 1111 is the first motor bearing, 1112 is the second motor bearing, 12 is the differential assembly, 121 is the output short half-shaft, 122 is the output half-shaft, 123 is the differential bearing, 124 is the differential lock magnet limit plate, 13 is the bearing housing, 131 is the limit hole, 132 is the hole retaining ring, 20 is the drive shaft, 21 is the first-stage low-speed gear set, 211 is the first-stage low-speed drive gear, 212 is the first-stage low-speed driven gear, and 213 is the low-speed rolling gear. Needle bearing, 214 is low-speed engagement gear, 22 is first-stage high-speed gear set, 221 is first-stage high-speed drive gear, 222 is first-stage high-speed driven gear, 223 is high-speed needle roller bearing, 224 is high-speed engagement gear, 23 is second-stage gear set, 231 is second-stage drive gear, 232 is second-stage driven gear, 24 is needle roller bearing baffle, 25 is first bearing, 26 is second bearing, 30 is synchronizer, 31 is gear sleeve, 32 is gear hub, 33 is slider, 34 is synchronizing ring, 40 is assembly housing, 41 is integrated housing of motor and reducer, 42 is reducer housing. Detailed Implementation

[0029] The core of this application is to provide an electric drive assembly that simplifies the structure of the electric drive assembly and improves transmission efficiency while realizing two-speed transmission.

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] In existing technologies, electric drive assemblies that achieve two-speed functionality often employ a parallel shaft system arrangement. While these solutions can achieve two-speed shifting, they generally suffer from drawbacks such as complex transmission shaft systems, numerous components, large size and weight, high manufacturing costs, and low efficiency due to long transmission chains. Furthermore, in some parallel shaft designs, because the axes of the motor shaft and the wheel half-shafts do not coincide, rapid acceleration or braking may adversely affect the gear shaft system, such as worsening system noise, vibration, and acoustic roughness.

[0032] Therefore, such as Figure 1As shown in the figure, this application discloses an electric drive assembly 100, including a drive component 10, a transmission shaft 20, and a synchronizer 30. By adopting a three-axis two-stage reduction scheme, compared with the existing four-axis or five-axis three-stage reduction scheme, the number of components such as gear shafts, gear pairs, and bearings is reduced, significantly simplifying the assembly structure, reducing material costs, manufacturing costs, and assembly difficulty, making the overall layout of the reducer more compact and occupying less space, which helps to reduce the weight of the whole vehicle and improve transmission efficiency. At the same time, by adopting a bearing housing 13 with double bearing holes, the hollow motor shaft 111 of the drive motor 11 is improved from the traditional cantilever support structure to a riding-type support structure with support at both ends, which greatly improves the rigidity of the shaft system, effectively reduces the deformation of the gears under load, thereby improving the smoothness of gear meshing and bearing life, significantly improving the noise, vibration, and acoustic roughness performance of the entire electric drive assembly 100, and improving the reliability of the electric drive assembly 100.

[0033] The following will combine Figure 1 and Figure 2 The electric drive assembly 100 disclosed in the embodiments of this application will be explained and described in detail.

[0034] Among them, such as Figure 1 and Figure 2 As shown, the drive assembly 10 may include a drive motor 11, a differential assembly 12, and a bearing housing 13. The splined end of the output half-shaft 122 of the differential assembly 12 can pass through the hollow motor shaft 111 of the drive motor 11 and be inserted into the differential assembly 12, so that the output short half-shaft 121 of the differential assembly 12 and the hollow motor shaft 111 of the drive motor 11 are set on the same axis of rotation. This allows the hollow motor shaft 111 of the drive motor 11 to move towards the output half-shaft 122 under conditions such as emergency braking, reducing the deformation effect on the gear shaft system and improving NVH performance. Furthermore, a first motor bearing 1111 is provided at the end of the hollow motor shaft 111 near the differential assembly 12, and a differential bearing 123 is provided at the end of the differential assembly 12 near the hollow motor shaft 111. At the same time, the bearing housing 13 can be provided with a first bearing hole that can support the first motor bearing 1111 and a second bearing hole that can support the differential bearing 123. Thus, the first motor bearing 1111 and the differential bearing 123 can be installed on the same bearing housing 13. This improves the hollow motor shaft 111 of the drive motor 11 from the traditional cantilever support structure to a saddle-type support structure with support at both ends, which greatly improves the rigidity of the shaft system, effectively reduces the deformation of the gears under load, thereby improving the smoothness of gear meshing and bearing life, significantly improving the noise, vibration and acoustic roughness performance of the entire electric drive assembly 100, and improving the reliability of the electric drive assembly 100. It should be noted that the output half-shaft 122 and the hollow motor shaft 111 of the drive motor 11 are clearance-fitted so that they can rotate relative to each other.

[0035] like Figure 1 and Figure 2 As shown, the drive shaft 20 and the hollow motor shaft 111 of the drive motor 11 can be connected by a first-stage low-speed gear set 21 and a first-stage high-speed gear set 22, respectively, so that the hollow motor shaft 111 can transmit power to the drive shaft 20 through the first-stage low-speed gear set 21 and the first-stage high-speed gear set 22, respectively. At the same time, the drive shaft 20 and the differential assembly 12 can be connected by a second-stage gear set 23, so that the drive shaft 20 can transmit power to the differential assembly 12 through the second-stage gear set 23, thereby achieving a two-stage reduction effect.

[0036] like Figure 1 and Figure 2 As shown, the synchronizer 30 can be installed on the drive shaft 20, and the synchronizer 30 is located between the first-stage low-speed gear set 21 and the first-stage high-speed gear set 22, so that the synchronizer 30 can be used to switch between the first-stage low-speed gear set 21 and the first-stage high-speed gear set 22 to adjust different output torques, thereby adapting to different working conditions.

[0037] The electric drive assembly 100 disclosed in this application, by coaxially connecting the output short half-shaft 121 of the differential assembly 12 with the hollow motor shaft 111 of the drive motor 11 via the output half-shaft 122, allows the hollow motor shaft 111 of the drive motor 11 to move in opposite directions with the output half-shaft 122 under conditions such as emergency braking, reducing the deformation impact on the gear shaft system and improving NVH performance. Simultaneously, the bearing housing 13 provides support for the differential bearing 123 at one end of the differential assembly 12 and the first motor bearing 1111 at one end of the hollow motor shaft 111, thereby improving bearing life, reducing gear deformation, and enhancing bearing reliability and NVH performance. Furthermore, the drive shaft 20 is connected to the hollow motor shaft 111 of the drive motor 11 via a first-stage high-speed gear set 22 and a first-stage low-speed gear set 21, and the drive shaft 20 is connected to the differential assembly 12 via a second-stage gear set 23. Synchronizer 30 is arranged between the first-stage low-speed gear set 21 and the first-stage high-speed gear set 22 to realize the switching between the first-stage low-speed gear set 21 and the first-stage high-speed gear set 22, thereby outputting different torques.

[0038] The electric drive assembly 100 disclosed in this application adopts a three-axis, two-stage reduction scheme. Compared with the existing four-axis or five-axis, three-stage reduction scheme, it reduces the number of components such as gear shafts, gear pairs, and bearings, significantly simplifying the assembly structure, reducing material costs, manufacturing costs, and assembly difficulty. This makes the overall layout of the reducer more compact, occupying less space, which helps to reduce the weight of the vehicle and improve transmission efficiency. At the same time, the use of a bearing housing 13 with double bearing holes improves the hollow motor shaft 111 of the drive motor 11 from the traditional cantilever support structure to a saddle-type support structure with support at both ends, greatly improving the rigidity of the shaft system, effectively reducing gear deformation under load, thereby improving the smoothness of gear meshing and bearing life, significantly improving the noise, vibration, and acoustic roughness performance of the entire electric drive assembly 100, and enhancing the reliability of the electric drive assembly 100.

[0039] In some embodiments, such as Figure 1 As shown, the synchronizer 30 may include a gear sleeve 31 movable axially along the drive shaft 20 and a gear hub 32 connected to the drive shaft 20. The gear hub 32 can be splined onto the drive shaft 20, and the gear sleeve 31 and the gear hub 32 can be splined together. The gear sleeve 31 has at least two working positions along its axial movement path along the drive shaft 20. One working position is where the gear sleeve 31 is connected to the first-stage high-speed gear set 22, with a small reduction ratio to achieve high-speed, low-torque output, thus adapting to normal operating conditions. The other working position is where the gear sleeve 31 is connected to the first-stage low-speed gear set 21, with a large reduction ratio to achieve low-speed, high-torque output, thus adapting to obstacle-avoiding conditions. Of course, the gear sleeve 31 may also include an intermediate working position along its axial movement path along the drive shaft 20, where the gear sleeve 31 can disengage from the transmission connection between the first-stage high-speed gear set 22 and the first-stage low-speed gear set 21.

[0040] In some embodiments, one side of the gear hub 32 may abut against the shoulder of the drive shaft 20, and the other side of the gear hub 32 may abut against a spacer or shaft retaining ring provided on the drive shaft 20, thereby limiting the axial movement of the gear hub 32 and preventing the gear hub 32 from axially displacing on the drive shaft 20.

[0041] In some embodiments, such as Figure 1As shown, the primary low-speed gear set 21 may include a primary low-speed driving gear 211 fixed on the hollow motor shaft 111 and a primary low-speed driven gear 212 sleeved on the transmission shaft 20. The primary low-speed driven gear 212 and the transmission shaft 20 can rotate relative to each other. The primary low-speed driven gear 212 meshes with the primary low-speed driving gear 211, and the gear sleeve 31 can be drivenly connected to the primary low-speed driven gear 212, so that the hollow motor shaft 111 can transmit power from the primary low-speed driving gear 211 and the primary low-speed driven gear 212 to the synchronizer 30, and then from the synchronizer 30 to the transmission shaft 20. The primary low-speed driving gear 211 may be integrally mounted on the hollow motor shaft 111 so that the primary low-speed driven gear 212 can mesh with the primary low-speed driving gear 211, thereby realizing power transmission.

[0042] In some embodiments, such as Figure 1 As shown, the primary low-speed driven gear 212 is rotatably mounted on the transmission shaft 20 via a low-speed needle roller bearing 213. That is, the low-speed needle roller bearing 213 is mounted on the transmission shaft 20, and the primary low-speed driven gear 212 is mounted on the low-speed needle roller bearing 213, allowing the primary low-speed driven gear 212 to rotate freely on the low-speed needle roller bearing 213. It should be noted that the primary low-speed driven gear 212 and the hub 32 of the synchronizer 30 need to have a certain axial clearance to ensure smooth free rotation of the primary low-speed driven gear 212.

[0043] In some embodiments, such as Figure 1 As shown, a low-speed engagement gear 214 can be fixed to the first-stage low-speed driven gear 212 by welding. The gear sleeve 31 can then mesh with the low-speed engagement gear 214 to transmit power from the first-stage low-speed driven gear 212 to the synchronizer 30. Simultaneously, a low-speed limit step can be provided on the low-speed engagement gear 214 to limit the travel of the gear sleeve 31.

[0044] In some embodiments, such as Figure 1As shown, the first-stage high-speed gear set 22 may include a first-stage high-speed drive gear 221 that is connected to the hollow motor shaft 111 and a first-stage high-speed driven gear 222 sleeved on the drive shaft 20. The first-stage high-speed drive gear 221 can be limited by a second motor bearing 1112 and a shaft retaining ring located at the end of the hollow motor shaft 111 away from the differential assembly 12. That is, one side of the first-stage high-speed drive gear 221 abuts against the second motor bearing 1112, and the other side of the first-stage high-speed drive gear 221 is limited by the shaft retaining ring to prevent the first-stage high-speed drive gear 221 from moving axially along the hollow motor shaft 111. The first-stage high-speed driven gear 222 can rotate relative to the drive shaft 20, and the first-stage high-speed driven gear 222 meshes with the first-stage high-speed driving gear 221. The gear sleeve 31 can be connected to the first-stage high-speed driven gear 222 for transmission, so that the hollow motor shaft 111 can transmit power from the first-stage high-speed driving gear 221 and the first-stage high-speed driven gear 222 to the synchronizer 30, and then from the synchronizer 30 to the drive shaft 20. The first-stage high-speed driving gear 221 can be splined onto the hollow motor shaft 111, and the first-stage high-speed driving gear 221 is axially limited and fixed by the second motor bearing 1112 and the shaft retaining ring, so that the first-stage high-speed driven gear 222 can mesh with the first-stage high-speed driving gear 221, thereby realizing power transmission.

[0045] In some embodiments, such as Figure 1 As shown, the first-stage high-speed driven gear 222 can be rotatably mounted on the transmission shaft 20 via a high-speed needle roller bearing 223. That is, the high-speed needle roller bearing 223 can be assembled on the transmission shaft 20, and the first-stage high-speed driven gear 222 can be mounted on the high-speed needle roller bearing 223. It is fixed and limited by the needle roller bearing retainer 24 and the shaft retaining ring, allowing the first-stage high-speed driven gear 222 to rotate freely on the high-speed needle roller bearing 223. It should be noted that the first-stage high-speed driven gear 222 and the synchronizer 30's gear hub 32 need to have a certain axial clearance to ensure smooth rotation of the first-stage high-speed driven gear 222 on the high-speed needle roller bearing 223.

[0046] In some embodiments, such as Figure 1 As shown, a high-speed engagement gear 224 can be fixed to the first-stage high-speed driven gear 222 by welding. The gear sleeve 31 can mesh with the high-speed engagement gear 224 to transmit power from the first-stage high-speed driven gear 222 to the synchronizer 30. At the same time, a high-speed limit step can be provided on the high-speed engagement gear 224 to limit the travel of the gear sleeve 31.

[0047] In some embodiments, such as Figure 1 and Figure 2As shown, a first bearing 25 and a second bearing 26 can be respectively provided at both ends of the drive shaft 20, and the first bearing 25 and the second bearing 26 can be fixed to the assembly housing 40 to support the drive shaft 20 and ensure the stability of power transmission of the drive shaft 20. It should be noted that, as... Figure 2 As shown, the assembly housing 40 can be composed of an integrated motor reducer housing 41 and a reducer housing 42, and the integrated motor reducer housing 41 and the reducer housing 42 can be detachably connected by fasteners such as bolts to facilitate the assembly of the electric drive assembly 100. The first bearing 25 of the drive shaft 20 can be supported on the integrated motor reducer housing 41, and the second bearing 26 of the drive shaft 20 can be supported on the reducer housing 42, thereby supporting the drive shaft 20 and ensuring the stability of power transmission from the drive shaft 20.

[0048] In some embodiments, such as Figure 1 As shown, the synchronizer 30 may further include a slider 33 and a synchronizing ring 34. The slider 33 is located on the shift fork of the synchronizer 30, and its movement is driven by the shift fork. Simultaneously, the synchronizing ring 34 is located between the gear sleeve 31 and the gear hub 32. During gear shifting, the shift fork pushes the slider 33, which in turn pushes the synchronizing ring 34. The synchronizing ring 34 rubs against both the gear hub 32 and the gear sleeve 31, achieving speed synchronization. Once synchronization is complete, the gear sleeve 31 engages with either the high-speed engagement gear 224 or the low-speed engagement gear 214 to transmit power. It should be noted that the specific structure of the synchronizer 30 is similar to that of a traditional synchronizer, and will not be described in detail here.

[0049] In some embodiments, such as Figure 1 As shown, the secondary gear set 23 may include a secondary driving gear 231 fixed on the drive shaft 20 and a secondary driven gear 232 connected to the differential assembly 12. The secondary driving gear 231 and the secondary driven gear 232 mesh to achieve power transmission. The secondary driving gear 231 may be integrally mounted on the drive shaft 20, and the secondary driven gear 232 may be connected to the differential assembly 12 via bolts or other fasteners, allowing the secondary driving gear 231 to mesh with the secondary driven gear 232, thereby achieving power transmission. Simultaneously, the differential bearing 123 at one end of the differential assembly 12 may be mounted on a bearing housing 13, and the differential bearing 123 at the other end of the differential assembly 12 may be supported on the reducer housing 42 to ensure the stability of power transmission. It should be noted that the differential assembly 12 may use a differential with an electronic differential lock or a conventional differential; this is not limited here.

[0050] In some embodiments, such as Figure 1As shown, when the differential assembly 12 adopts a differential with an electronic differential lock, the differential assembly 12 may include a differential lock magnet limiting plate 124. The differential lock magnet limiting plate 124 can limit the axial movement distance of the magnet, preventing the magnet from getting too close to the electromagnetic device due to excessive attraction force, or from exceeding the displacement limit during reset. This ensures that the locking ring can just complete engagement or disengagement with the corresponding component, guaranteeing reliable differential lock locking and thorough reset, and preventing locking failure or inability to perform normal differential operation due to stroke deviation. At the same time, the bearing housing 13 may be provided with a limiting hole 131 to limit the differential lock magnet limiting plate 124, so as to ensure the stability and reliability of the differential lock magnet limiting plate 124 in operation.

[0051] In some embodiments, the bearing housing 13 may be provided with an oil guide hole, and the oil guide hole may be located at a position where there is sufficient lubricating oil in the bearing housing 13, so that lubricating oil can be introduced into the interior of the differential assembly 12 to ensure that there is enough lubricating oil to lubricate the planetary half-shaft gear and differential bearing 123 of the differential assembly 12.

[0052] In some embodiments, such as Figure 1 As shown, the first motor bearing 1111 can be a cylindrical roller bearing, meaning that the inner ring of the first motor bearing 1111 can be separated from the rollers and outer ring, while the rollers and outer ring cannot be separated, and the rollers and outer ring can form a small assembly. During assembly, the inner ring of the first motor bearing 1111 can be separately press-fitted onto the hollow motor shaft 111. The outer ring of the first motor bearing 1111, together with the cylindrical rollers, is assembled onto the bearing housing 13. Then, the bearing housing 13, with the rollers and outer ring of the first motor bearing 1111 assembled thereon, is inserted into the hollow motor shaft 111, which has the inner ring of the first motor bearing 1111 press-fitted onto it. At the same time, there is radial clearance between the inner ring and the rollers of the first motor bearing 1111.

[0053] In some embodiments, such as Figure 1 and Figure 2 As shown, the outer ring of the first motor bearing 1111 is mounted on the bearing housing 13, and the outer ring of the first motor bearing 1111 is axially fixed by a retaining ring 132 through a shoulder and hole on the bearing housing 13. Simultaneously, the outer ring of the differential bearing 123 is also press-fitted onto the bearing housing 13. The bearing housing 13 may be provided with at least two locating pins and several bolt holes, and the center lines of the locating pins and bolt holes are arranged parallel to the axes of the first bearing hole and the second bearing hole. The locating pins can be used to position the bearing housing 41 of the motor reducer, and then several bolts or other fasteners are used to connect it to the motor reducer housing 41. The number of bolts or other fasteners can be determined according to the strength verification requirements.

[0054] The terminology used in the above embodiments is for the purpose of describing specific embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions "a," "an," "the," "the," "the," and "this" are intended to also include expressions such as "one or more," unless the context clearly indicates otherwise. It should also be understood that in the embodiments of this application, "one or more" refers to one, two, or more; "and / or" describes the relationship between related objects, indicating that three relationships may exist; for example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0055] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0056] The "multiple" mentioned in the embodiments of this application refers to two or more. It should be noted that in the description of the embodiments of this application, terms such as "first" and "second" are used only for the purpose of distinguishing descriptions and should not be construed as indicating or implying relative importance, nor should they be construed as indicating or implying order.

[0057] The terms "parallel" and "perpendicular" used in this application refer to "basically parallel" and "basically perpendicular" in practical operation. "Basically parallel" can be understood as parallelism with a certain degree of error, and similarly, "basically perpendicular" can be understood as perpendicularity with a certain degree of error.

[0058] [P] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An electric drive assembly, characterized in that, include: The drive assembly (10) includes a drive motor (11), a differential assembly (12), and a bearing housing (13). The output short half-shaft (121) of the differential assembly (12) is coaxially connected to the hollow motor shaft (111) of the drive motor (11) via an output half-shaft (122). A first motor bearing (1111) is provided at one end of the hollow motor shaft (111) near the differential assembly (12), and a differential bearing (123) is provided at one end of the differential assembly (12) near the hollow motor shaft (111). The bearing housing (13) is provided with a first bearing hole for supporting the first motor bearing (1111) and a second bearing hole for supporting the differential bearing (123). The drive shaft (20) is connected to the hollow motor shaft (111) of the drive motor (11) through a first-level low-speed gear set (21) and a first-level high-speed gear set (22), respectively, and the drive shaft (20) is connected to the differential assembly (12) through a second-level gear set (23). Synchronizer (30) is disposed on the drive shaft (20) and the synchronizer (30) is located between the first-level low-speed gear set (21) and the first-level high-speed gear set (22). The synchronizer (30) is used to switch between the first-level low-speed gear set (21) and the first-level high-speed gear set (22) to output different torques.

2. The electric drive assembly according to claim 1, characterized in that, The synchronizer (30) includes a gear sleeve (31) that can move axially along the drive shaft (20) and a gear hub (32) that is drivenly connected to the drive shaft (20). The gear sleeve (31) is drivenly connected to the gear hub (32). The movement path of the gear sleeve (31) includes at least two working positions. The two working positions of the gear sleeve (31) are drivenly connected to the first-stage high-speed gear set (22) and drivenly connected to the first-stage low-speed gear set (21), respectively.

3. The electric drive assembly according to claim 2, characterized in that, One side of the gear hub (32) abuts against the shoulder of the drive shaft (20), and the other side of the gear hub (32) abuts against the spacer or shaft retaining ring provided on the drive shaft (20).

4. The electric drive assembly according to claim 2, characterized in that, The first-stage low-speed gear set (21) includes a first-stage low-speed driving gear (211) fixed on the hollow motor shaft (111) and a first-stage low-speed driven gear (212) sleeved on the transmission shaft (20). The first-stage low-speed driven gear (212) is rotatably sleeved on the transmission shaft (20) through a low-speed needle roller bearing (213). The first-stage low-speed driven gear (212) meshes with the first-stage low-speed driving gear (211), and the gear sleeve (31) is used for transmission connection with the first-stage low-speed driven gear (212).

5. The electric drive assembly according to claim 4, characterized in that, The first-stage low-speed driven gear (212) is fixed with a low-speed engagement tooth (214) for meshing with the gear sleeve (31), and the low-speed engagement tooth (214) is provided with a low-speed limiting step for limiting the travel of the gear sleeve (31).

6. The electric drive assembly according to claim 2, characterized in that, The first-stage high-speed gear set (22) includes a first-stage high-speed drive gear (221) that is connected to the hollow motor shaft (111) and a first-stage high-speed driven gear (222) sleeved on the transmission shaft (20). The first-stage high-speed driven gear (222) is rotatably sleeved on the transmission shaft (20) through a high-speed needle roller bearing (223). The first-stage high-speed driven gear (222) meshes with the first-stage high-speed drive gear (221), and the gear sleeve (31) is used for transmission connection with the first-stage high-speed driven gear (222).

7. The electric drive assembly according to claim 6, characterized in that, The first-stage high-speed driven gear (222) is fixed with a high-speed engagement tooth (224) for meshing with the gear sleeve (31), and the high-speed engagement tooth (224) is provided with a high-speed limiting step for limiting the travel of the gear sleeve (31).

8. The electric drive assembly according to claim 6, characterized in that, The hollow motor shaft (111) is provided with a second motor bearing (1112) at one end away from the differential assembly (12). One side of the first-stage high-speed drive gear (221) abuts against the second motor bearing (1112), and the other side of the first-stage high-speed drive gear (221) is limited by a shaft retaining ring.

9. The electric drive assembly according to claim 1, characterized in that, The secondary gear set (23) includes a secondary driving gear (231) fixed on the drive shaft (20) and a secondary driven gear (232) connected to the differential assembly (12), wherein the secondary driving gear (231) meshes with the secondary driven gear (232).

10. The electric drive assembly according to any one of claims 1 to 9, characterized in that, The differential assembly (12) includes a differential lock magnet limiting plate (124), and the bearing housing (13) has a limiting hole (131) for limiting the differential lock magnet limiting plate (124); and / or, The bearing housing (13) is provided with an oil guide hole, which is used to guide excess lubricating oil to the interior of the differential assembly (12); and / or, The first motor bearing (1111) is a cylindrical roller bearing.

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