A powertrain mechanism and its installation method

Abstract

This invention discloses a powertrain mechanism and its installation method, comprising: a powertrain housing for mounting a motor housing; a reducer housing detachably connected to the side of the powertrain housing for mounting a reducer assembly, wherein both the powertrain housing and the reducer housing have internal positioning structures. By employing the above technical solution, through end-bearing positioning and an integrated shaft system, the misalignment of the split shafts and the accumulation of spline backlash are eliminated at the source, avoiding 1st to 4th order shaft frequency noise and gear impact noise during throttle switching; simultaneously, the structure is simplified, the number of parts is reduced, and the rigidity is high, ensuring excellent NVH performance while reducing cost and weight.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle powertrain technology, specifically to a powertrain mechanism and its installation method. Background Technology

[0002] In today's society, consumers are constantly raising their requirements for the overall quality of automobiles, and the requirements for automobile parts are also increasing. Especially in terms of driving experience, users have increasingly stringent requirements for the NVH performance of vehicles. For new energy vehicles, the electric drive assembly is a core component, and its NVH level directly determines the NVH performance of the whole vehicle. In current mainstream electric drive assemblies, the motor and reducer are mostly designed as separate units, with the two transmitting torque via splines to drive the vehicle. Figure 20 , Figure 21 The four-bearing electric drive and the three-bearing electric drive shown are not fundamentally different in structure. The main difference is the simplification of the front bearing of the motor. However, the motor shaft and the reducer shaft are still separate structures. After assembly, they are prone to centering deviation and backlash accumulation. Centering deviation can easily cause shaft frequency vibration, which manifests as first-order, second-order, third-order, and fourth-order harmonic noises in the electric drive. Backlash accumulation will produce gear meshing impact and jerking noise under sudden throttle increase or decrease conditions. These problems are difficult to eliminate fundamentally and seriously restrict the NVH performance of the electric drive and the overall driving quality of the vehicle.

[0003] Therefore, providing a powertrain mechanism that can eliminate shaft alignment deviation and backlash accumulation problems and significantly improve the NVH performance of electric drives has become an urgent problem to be solved in this field. Summary of the Invention

[0004] The purpose of this invention is to solve the problem of decreased NVH performance caused by neutral deviation and side clearance accumulation in the powertrain mechanism in the prior art.

[0005] To address the above problems, the present invention discloses a powertrain mechanism, comprising: Powertrain housing, used to mount the motor housing; The outer wall of the powertrain housing is detachably connected to a reducer housing, which is used to install the reducer assembly. Both the powertrain housing and the reducer housing have positioning structures inside. The positioning structure includes a first bearing, a second bearing, and an integrated shaft; Both the second bearing and the first bearing are disposed at both ends of the integrated shaft, and are used for positioning the two ends of the integrated shaft and reducing the deformation of the integrated shaft; The end of the integrated shaft near the second bearing is sleeved inside the motor housing, and the outer wall of the second bearing is adapted to the inside of the motor housing. A gear structure is provided on the outer wall of the end of the integrated shaft near the first bearing. The gear structure meshes with the reducer assembly to reduce the misalignment of the reducer assembly. The first bearing is located on the side of the reducer assembly and is fitted inside the reducer housing; Both ends of the integrated shaft are equipped with preload components, vibration damping support seats, air bladders, and rubber. The pretensioning assembly includes a lateral opening, a snap-fit ​​rod, a rubber block, a lever, and a push rod. The side of the vibration damping support has a lateral opening. Snap-fit ​​rods are snapped into the two sides of the lateral opening near the opening via holes. A rubber block is fixedly connected to the outer wall of the snap-fit ​​rod. A lever is fixedly installed on the outer wall of the rubber block away from the snap-fit ​​rod. One end of the lever is fixedly connected to the pretensioning block via a push rod. The push rod is used to push the pretensioning block upward to pretension the airbag and rubber.

[0006] By adopting the above technical solution, the misalignment of the split shaft and the accumulation of spline backlash are eliminated from the source through the positioning of bearings at both ends and the integrated shaft system, avoiding the noise of the first to fourth order shaft frequencies and the abnormal noise of gear impact during throttle switching; at the same time, the structure is simplified, the number of parts is small, and the rigidity is high, which ensures excellent NVH performance while reducing cost and weight.

[0007] According to another specific embodiment of the present invention, a centering fixture is adapted to be installed on the outer wall of the end of the integrated shaft near the first bearing. The interior of the centering fixture includes a fixture half-body one and a fixture half-body two. The fixture half-body one and the fixture half-body two are two-half spliced ​​structures and are fitted together on the outer wall of the integrated shaft.

[0008] According to another specific embodiment of the present invention, the interior of the motor housing includes a motor rear end cover, a stator, and a rotor. The motor rear end cover is fixedly installed at the end of the motor housing away from the reducer housing. The interior of the motor rear end cover is provided with a mounting hole for supporting the outer wall of the second bearing. The stator is disposed inside the motor housing, and the rotor is disposed inside the stator. The interior of the rotor and the outer wall of the integrated shaft near the second bearing are sleeved together.

[0009] According to another specific embodiment of the present invention, a bearing mounting hole for supporting the outer wall of the first bearing is provided inside the side of the reducer housing away from the motor rear end cover.

[0010] According to another specific embodiment of the present invention, the two ends of the integrated shaft are provided with bearing positioning cavities for positioning the second bearing and the first bearing. The bearing positioning cavity is provided with a vibration damping component for damping the vibration of the second bearing and the first bearing. The vibration damping component includes rubber and an air bladder. The rubber and the air bladder are stacked to form a support structure. The rubber is used for mid-to-high frequency vibration attenuation and foundation positioning. The air bladder is used for low-frequency resonance suppression and stiffness adaptive adjustment.

[0011] According to another specific embodiment of the present invention, a bearing reinforcement component is detachably installed inside the vibration damping assembly for reinforcing the second bearing and the first bearing; the bearing reinforcement component is threadedly connected to a vibration damping support seat for supporting the vibration damping assembly; a fitting pin is threaded inside the vibration damping support seat, the fitting pin penetrates the vibration damping support seat, and a fitting groove opened inside the bearing positioning cavity engages with the fitting pin, so that the vibration damping support seat is sleeved inside the bearing positioning cavity and does not move.

[0012] According to another specific embodiment of the present invention, a stiffness adjustment component is embedded in the outer circumferential wall of the vibration damping support. The stiffness adjustment component includes a first air storage adjustment component, an airflow connecting pipe, and a second air storage adjustment component. The first air storage adjustment component and the second air storage adjustment component are installed on the outer circumferential wall of the vibration damping support and are interconnected through the airflow connecting pipe for tension adjustment of the vibration damping component by high-speed rotation of the integrated shaft system.

[0013] According to another specific embodiment of the present invention, the vibration damping component is fitted with a pre-tightening component, the pre-tightening component including a pre-tightening block, the pre-tightening block being fitted to the bottom of the airbag for pre-tightening the airbag and the rubber.

[0014] The present invention also discloses an assembly mechanism installation method, comprising the following steps: S1. Preparation steps: Connect the bearing positioning cavities at both ends of the integrated shaft to the vibration damping components and vibration damping support seats, and thread the bearing reinforcement into the inside of the vibration damping support seats so that the vibration damping components can be limited to the outer wall of the vibration damping support seats.

[0015] S2. Installation Steps: Press the stator into the motor housing to complete the positioning and fastening of the stator and motor housing. After pre-assembling the rotor with the positioning structure, press it axially into the stator cavity to achieve coaxial assembly of the stator and rotor, ensuring uniform air gap. Install the motor rear end cover into the motor housing, so that the mounting hole and the second bearing at one end of the positioning structure are engaged to complete the axial limiting of the rotor and the sealing of the power assembly housing. Install the reducer assembly into the reducer housing. Install the centering fixture on the output shaft end of the integrated shaft. The centering fixture is a two-part splicing fixture. The inner ring mates with the integrated shaft, and the outer ring mates with the housing bore of the reducer housing. After the oil seal assembly is completed, the centering fixture is installed into the reducer assembly. Before closing the housing, the centering fixture is removed. The first bearing is press-fitted onto the end of the integrated shaft furthest from the second bearing, completing the radial support and axial positioning of the shaft system. The axial clearance of the shaft system is measured, and adjusting shims of appropriate thickness are selected to eliminate the clearance and ensure preload. The reducer housing and the powertrain housing are then closed and secured, ensuring that the bearing mounting holes inside the reducer housing interlock with the outer wall of the first bearing, completing the overall sealing and final tightening. S3. Other steps: If an oil-cooled electric drive is used, the centering tooling installation step is omitted. Attached Figure Description

[0016] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments: Figure 1 This is a three-dimensional structural schematic diagram of a powertrain mechanism provided by the present invention; Figure 2 This is a cross-sectional structural schematic diagram of a powertrain mechanism provided by the present invention; Figure 3 This is a three-dimensional structural diagram of the centering tooling installation position of a powertrain mechanism provided by the present invention; Figure 4 This is an enlarged structural diagram of both ends of an integrated shaft in a powertrain mechanism provided by the present invention; Figure 5 This is an enlarged structural diagram of the integrated shaft and vibration damping support seat on both sides before installation in a powertrain mechanism provided by the present invention; Figure 6 This is a schematic diagram of an integrated shaft side view of a powertrain mechanism provided by the present invention; Figure 7 This is a schematic diagram of the internal cross-sectional structure of a bearing reinforcement component for a powertrain mechanism provided by the present invention; Figure 8 This is a schematic diagram of the side structure of a vibration damping support seat for a powertrain mechanism provided by the present invention; Figure 9 This is a schematic diagram of the overall structure of the pretensioning component of a powertrain mechanism provided by the present invention; Figure 10This invention provides a powertrain mechanism. Figure 9 A magnified schematic diagram of the overall structure at point A; Figure 11 This is a schematic diagram of the installation position structure of a stiffness adjustment component for a powertrain mechanism provided by the present invention; Figure 12 This is a schematic diagram of the connection structure between a stiffness adjustment component and an airbag in a powertrain mechanism provided by the present invention. Figure 13 This is a cross-sectional structural schematic diagram of the first air storage and regulating component of a powertrain mechanism provided by the present invention; Figure 14 This invention provides a powertrain mechanism. Figure 13 A magnified structural diagram at point B; Figure 15 This invention provides a powertrain mechanism. Figure 13 A magnified structural diagram at point C; Figure 16 This is a schematic diagram of the internal cross-sectional structure of the second air storage regulating component of a powertrain mechanism provided by the present invention; Figure 17 This invention provides a powertrain mechanism. Figure 16 A magnified structural diagram at point F; Figure 18 This invention provides a powertrain mechanism. Figure 16 A magnified structural diagram at point E; Figure 19 This invention provides a powertrain mechanism. Figure 13 A magnified structural diagram at point D; Figure 20 This is a schematic diagram of a conventional four-bearing electric drive two-dimensional structure provided by the present invention; Figure 21 This is a schematic diagram of a conventional three-bearing electric drive two-dimensional structure provided by the present invention. Detailed Implementation

[0017] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0018] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used in the placement of the product of the invention. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0019] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0020] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "provided with," "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0021] like Figures 1 to 3As shown, this invention discloses a powertrain mechanism, including: a powertrain housing 1 for mounting a motor housing 81; a reducer housing 2 detachably connected to the side of the powertrain housing 1, the reducer housing 2 for mounting a reducer assembly 4, wherein both the powertrain housing 1 and the reducer housing 2 have positioning structures inside; the positioning structures include a first bearing 6, a second bearing 7, and an integrated shaft 10; the second bearing 7 and the first bearing 6 are both located at both ends of the integrated shaft 10, and the two ends of the integrated shaft 10 are positioned by the second bearing 7 and the first bearing 6 to reduce the deformation of the integrated shaft 10; the end of the integrated shaft 10 near the second bearing 7 is sleeved inside the motor housing 81, and the outer wall of the second bearing 7 is adapted to the interior of the motor housing 81; a gear structure is provided on the outer wall of the end of the integrated shaft 10 near the first bearing 6 and meshes with the reducer assembly 4 to reduce the deformation of the reducer assembly 4. Misalignment; The first bearing 6 is located on the side of the reducer assembly 4 and is fitted inside the reducer housing 2. The motor housing 81 includes a motor rear end cover 3, a stator 8, and a rotor 9. The motor rear end cover 3 is fixedly installed at the end of the motor housing 81 away from the reducer housing 2. The motor rear end cover 3 has an installation hole 311 inside for supporting the outer wall of the second bearing 7. The stator 8 is installed inside the motor housing 81. The rotor 9 is installed inside the stator 8. The rotor 9 and the outer wall of the integrated shaft 10 near the second bearing 7 are sleeved together. The reducer housing 2 has a bearing installation hole 5 inside the side away from the motor rear end cover 3 for supporting the outer wall of the first bearing 6. The centering fixture 11 includes fixture half 111 and fixture half 112. Fixture half 111 and fixture half 112 are two-half spliced ​​structures and are fitted around the outer wall of the integrated shaft 10.

[0022] In other words, the positioning structure consists of a first bearing 6, a second bearing 7, and an integrated shaft 10. During the assembly of the powertrain housing 1 and the reducer housing 2, an installation cavity is formed inside. The integrated shaft 10 is located in this installation cavity. One end of the integrated shaft 10 is fixedly sleeved inside the rotor 9, and the end away from the rotor 9 is provided with a gear structure. This gear structure can be a transmission gear. The transmission gear meshes with the outer wall of the reducer assembly 4. The first bearing 6 and the second bearing 7 are respectively sleeved at both ends of the integrated shaft 10. The outer wall of the first bearing 6 is sleeved in the bearing mounting hole 5 opened inside the reducer housing 2, and the outer wall of the second bearing 7 is sleeved in the mounting hole 311 opened on the motor rear end cover 3 fixed to the back of the motor housing 81, which is fixedly connected to the powertrain housing 1. The two together form a positioning support for the integrated shaft 10. The stator 8 is fixedly installed inside the motor housing 81, and its interior can be adapted to the outer wall of the rotor 9.

[0023] For details, see Figures 1 to 2As shown, in this embodiment, during the installation and fitting process, the stator 8 is press-fitted into the motor housing 81. Then, the end of the integrated shaft 10 away from the gear structure is sequentially fitted with the second bearing 7 and the rotor 9 to form a rotor assembly. Next, the inner wall of the stator 8 and the outer wall of the rotor 9 are fitted together axially to ensure coaxiality and uniform air gap. The motor rear end cover 3 is installed into the motor housing 81, so that the mounting hole 311 is fitted with the second bearing 7 at one end of the powertrain mechanism, completing the axial positioning of the rotor 9 and sealing of the powertrain housing 1. The reducer assembly 4 is installed into the reducer housing 2, and the centering fixture 1 is installed at the output shaft end of the integrated shaft 10. 1. After the centering fixture 11 is assembled, it can effectively restrain the shaking of the integrated shaft 10. Even if there is magnetic attraction between the stator 8 and the rotor 9, it can still remain stable. After the oil seal is assembled, the centering fixture 11 is installed into the reducer assembly 4. Before closing the box, the centering fixture 11 is removed. The first bearing 6 is pressed into the end of the integrated shaft 10 away from the second bearing 7 to complete the radial support and axial positioning of the shaft system. The axial clearance of the shaft system is measured, and the adjustment shim of the corresponding thickness is selected to eliminate the clearance and ensure the preload. The reducer housing 2 and the power assembly housing 1 are closed and fixed, so that the bearing mounting hole 5 opened inside the reducer housing 2 and the outer wall of the first bearing 6 are connected to each other to complete the overall sealing and final fastening.

[0024] By adopting the above technical solution, the misalignment of the split shaft and the accumulation of spline backlash are eliminated from the source through the positioning of bearings at both ends and the integrated shaft system, avoiding the noise of the first to fourth order shaft frequencies and the abnormal noise of gear impact during throttle switching; at the same time, the structure is simplified, the number of parts is small, and the rigidity is high, which ensures excellent NVH performance while reducing cost and weight.

[0025] It should be noted that both water-cooled and oil-cooled motors can be equipped with positioning structures. However, when assembling an oil-cooled motor, the step of assembling the centering fixture 11 mentioned above can be omitted.

[0026] For details, see Figures 2 to 3 As shown, in this embodiment, the outer wall of the integrated shaft 10 near the first bearing 6 is adapted to the inner hole of the centering fixture 11. The centering fixture 11 is used to hold and center the integrated shaft 10. The outer circle of the centering fixture 11 and the shell hole on the side of the reducer housing 2 near the power assembly housing 1 are adapted to each other and are positioned with the shell hole of the reducer housing 2 as a reference.

[0027] For more details, see Figures 1 to 2As shown, in this embodiment, the entire process cannot be completed at the same workstation. The integrated shaft 10 only has a first bearing 6 and a second bearing 7. The second bearing 7 mates with the motor rear housing end cover 3, and the first bearing 6 mates with the reducer housing 2. Therefore, before the reducer housing 2 is fully assembled, the integrated shaft 10 needs auxiliary centering. Existing workstations have centering assisted centers, but during the transfer process between workstations, there are no centering centers. The oil seal and bearing loading processes also require removing the centering centers and adding them. Therefore, when there are no centering centers, it is necessary to ensure that the integrated shaft 10 does not move. Thus, the centering fixture 11 is a splicing fixture consisting of two halves, fixture half one 111 and fixture half two 112, as shown in the figure. Figure 3 As shown, tooling half-body one 111 and tooling half-body two 112 internally mate with the integrated shaft 10, and tooling half-body one 111 and tooling half-body two 112 externally mate with the reducer housing bore, as shown. Figure 2 As shown, when combined, it can effectively restrain the shaking of the integrated shaft 10, and can remain stable even if the rotor 9 has a direct magnetic attraction.

[0028] Further, see Figure 4 and Figure 5 and combined Figure 6 As shown, in this embodiment, the integrated shaft 10 has bearing positioning cavities 12 at both ends for positioning the second bearing 7 and the first bearing 6; a vibration damping component 13 for damping the second bearing 7 and the first bearing 6 is provided inside the bearing positioning cavity 12; a bearing reinforcement component 14 is detachably installed inside the vibration damping component 13 for reinforcing the second bearing 7 and the first bearing 6; a vibration damping support seat 15 for supporting the vibration damping component 13 is threadedly connected to the bottom of the bearing reinforcement component 14; a fitting pin 16 is threadedly installed inside the vibration damping support seat 15, and the bottom of the fitting pin 16 passes through the vibration damping support seat 15 and engages with the fitting groove 121 opened inside the bearing positioning cavity 12, so that the vibration damping support seat 15 is fitted inside the bearing positioning cavity 12 and does not move; a stiffness adjustment component 17 is embedded in the outer circumference of the vibration damping support seat 15 for tensioning the vibration damping component 13 during high-speed rotation; a pre-tightening component 18 is attached to the bottom of the vibration damping component 13 for pre-tightening the vibration damping component 13.

[0029] Specifically, in this embodiment, the above-mentioned embodiment adopts a positioning structure. During high-speed rotation, friction, fretting, and impact will occur between the shaft and the inner ring of the bearing, generating high-frequency noise and localized heating. At the same time, shaft bending will cause asynchronous vibration of the two supports, forming a second- to third-order coaxial resonance. To address this, bearing positioning cavities 12 can be opened at both ends of the integrated shaft 10, and fitting pins 16 can be installed in the internal threads of the vibration damping support 15. Then, the vibration damping support 15 is sleeved on one end of the integrated shaft 10 and pushed to one side, so that the fitting pins 16 are at the bottom. The bearing 6 and the integrated shaft 10 are rubbed together and move along the outer wall to the bearing positioning cavity 12, where they engage with the fitting groove 121. After engagement, the damping component 13, the pre-tightening component 18, and the stiffness adjustment component 17, which are sleeved on the outer wall of the damping support 15, are all fixed on the outer wall of the bearing positioning cavity 12. Then, the bottom thread of the bearing reinforcement component 14 is screwed into the inside of the damping support 15 to reinforce the damping component 13 and limit it to the outer wall of the damping support 15. After preparation, the first bearing 6 and the second bearing 7 are sleeved. At both ends of the integrated shaft 10, the top of the bearing reinforcement component 14 engages with the internal grooves of the first bearing 6 and the second bearing 7, thereby reinforcing the first bearing 6 and the second bearing 7 when they are installed inside the bearing positioning cavity 12. As the first bearing 6 and the second bearing 7 are in contact with the bearing reinforcement component 14, the preload component 18 moves upward, thereby causing the vibration damping component 13 to tightly adhere to the inner rings of the first bearing 6 and the second bearing 7. This allows the vibration damping component 13 to apply a controllable initial compressive force to the inner rings of the bearings, applying preload to the inner rings of the bearings at low speeds or during startup, eliminating small gaps caused by assembly tolerances, and suppressing initial fretting wear and knocking noise. When the integrated shaft 10 rotates at high speed, the stiffness adjustment component 17 immediately works to adjust the internal stiffness of the vibration damping component 13, preventing excessive stiffness from causing damage. Through the combined use of the vibration damping component 13, the preload component 18, and the stiffness adjustment component 17, flexible support and damping can be provided to isolate and dissipate frictional vibrations, while suppressing resonance amplification, thereby solving NVH and structural problems caused by bearing friction.

[0030] Further, see Figures 6 to 7As shown, in this embodiment, the vibration damping component 13 includes a rubber 131 and an airbag 132. The rubber 131 and the airbag 132 are stacked to form a support structure. The rubber 131 is used for mid-to-high frequency vibration attenuation and foundation positioning, while the airbag 132 is used for low-frequency resonance suppression and stiffness adaptive adjustment. The bearing reinforcement component 14 includes a snap-fit ​​top seat 148 and a reinforcement sleeve body 141. Both sides of the inner wall of the reinforcement sleeve body 141 are provided with longitudinal sliding grooves 142. A sliding block 143 is longitudinally slidably installed inside the longitudinal sliding grooves 142. A linkage seat 144 is fixedly connected to the outer wall of the side of the sliding block 143 away from the longitudinal sliding groove 142, and the top of the linkage seat 144 and the bottom of the snap-fit ​​top seat 148 are fixed. The connection is used to circumferentially position the snap-fit ​​top seat 148 against the reinforcing sleeve body 141 during the assembly process, preventing the snap-fit ​​top seat 148 from rotating relative to the reinforcing sleeve body 141; the linkage seat 144 has an ejector rod 145 embedded inside, and a spring C146 is movably sleeved on the outer wall of the ejector rod 145; the bottom of the inner cavity of the reinforcing sleeve body 141 has an ejection channel 147 for the ejector rod 145 to extend out; the outer circumferential wall of the vibration damping support seat 15 is fixedly installed with a threaded connection seat 151 adapted to the thread of the outer wall of the reinforcing sleeve body 141, and the interior of the vibration damping support seat 15 has a positioning mounting hole 152 adapted to the thread of the outer wall of the fitting pin 16. In other words, the rubber 131 is fitted onto the outer wall of the airbag 132, and the two are stacked to form a support structure. The rubber 131 is directly attached to the inner rings of the second bearing 7 and the first bearing 6. When the reinforcing sleeve body 141 inside the bearing reinforcement 14 is threaded into the threaded connection seat 151, it can penetrate the interior of the rubber 131 and the airbag 132, limiting their placement and ensuring that they are stably stacked and fitted onto the outer wall of the vibration damping support seat 15. The second bearing 7 and the first bearing 6 are fitted onto the bearing positioning cavity 12. During the wall-mounting process, the snap-fit ​​top seat 148 will fit into the grooves inside the second bearing 7 and the first bearing 6. When fitting, it pushes the linkage seat 144 to move downward, causing the sliding blocks 143 fixed at both ends of the linkage seat 144 to slide along the inner wall of the longitudinal groove 142. As the linkage seat 144 moves downward, the ejector rod 145 fixed at its bottom extends out from inside the ejector channel 147, compressing the spring C146 to deform and store force, thereby making the snap-fit ​​top seat 148 firmly snap into the inside of the first bearing 6 and the second bearing 7, achieving secondary fixation.

[0031] Specifically, see this embodiment. Figures 9 to 11As shown, the vibration damping support 15 has mirror-image mounting positions 153 and 154 on both sides of its circumference for mounting the stiffness adjustment assembly 17. The pre-tightening assembly 18 includes four pre-tightening blocks 181, which fit against the bottom of the airbag 132 to pre-tighten the airbag 132 and the rubber 131. The pre-tightening blocks 181 have an array of screw pin clearance holes 182, thread clearance holes 183, and adjustment assembly clearance holes 184. The screw pin clearance holes 182 are used to fit and engage the screw pin 16. The thread clearance holes 183 allow the bottom of the reinforcing sleeve body 141 to be threadedly connected to the inside of the threaded connection seat 151. The adjustment assembly clearance holes 184 ensure the normal operation of the stiffness adjustment assembly 17. The side of the vibration damping support 15 has a lateral opening 185, which is connected to a drive channel 186. The top of the lateral opening 185 is connected to the bottom of the threaded connection seat 151; the two sides of the lateral opening 185 near the opening are respectively connected to the locking rod 187 through holes, and the outer wall of the locking rod 187 is fixedly connected to the rubber block 188. The outer wall of the rubber block 188 away from the locking rod 187 is fixedly installed with the lever 189; one end of the lever 189 is fixedly connected to the pre-tightening block 181 through the push rod 1810; the end of the lever 189 located in the drive channel 186 is upturned, and the end of the lever 189 located outside the lateral opening 185 is downturned; the bearing reinforcement 14 is engaged with the first bearing 6 or the second bearing 7, and the ejector rod 145 enters the drive channel 186 and abuts against the lever 189; the upturned end of the lever 189 swings downward, and the downturned end swings upward; the push rod 1810 pushes the pre-tightening block 181 to move upward, thereby pre-tightening the vibration damping component 13.

[0032] In other words, when the ejector rod 145 extends into the drive channel 186, it will engage with the upward-curved end of the lever 189, forcing the lever 189 to move downward. Its inclined end is then lifted, causing the fixedly connected push rod 1810 to move upward. The preload block 181 at the top of the push rod 1810 rises accordingly, applying a preload to the airbag 132 and rubber 131 above. When the integrated shaft 10 rotates at high speed, the rubber 131 and airbag 132 work together on the first bearing 6 and the second bearing 7, forming a frequency-coordinated support and vibration damping system. The integrated shaft 10, due to its high... High-speed operation generates significant mid-to-high frequency vibrations and substantial centrifugal force. Rubber 131, tightly attached to the inner rings of the second bearing 7 and the first bearing 6, utilizes its damping characteristics to preferentially attenuate mid-to-high frequency vibrations, converting mechanical vibration energy into heat dissipation. Simultaneously, it maintains the basic positioning of the first bearing 6 and the second bearing 7, preventing uneven wear or abnormal clearance caused by vibration at high speeds. On the other hand, the pressure change in the internal gas chamber of the airbag 132 under high-speed centrifugal force causes some gas to be extracted and sent to the second gas storage and adjustment component 173 via the stiffness adjustment component 17, reducing its equivalent stiffness and weakening the structure at low speeds. The risk of rigid resonance in the frequency band is mitigated, and low-frequency energy is absorbed during gas flow and structural deformation, alleviating load fluctuations in the first bearing 6 and the second bearing 7. The combined effect of these two factors results in mid-to-high frequency vibrations being blocked and attenuated by rubber 131, while low-frequency resonance and stiffness matching are adjusted by airbag 132. This ensures that the first bearing 6 and the second bearing 7 achieve stable support while maintaining appropriate flexibility under high-speed conditions, significantly improving operational stability and service life. When the integrated shaft 10 rotates at low speed, the centrifugal force weakens or disappears, the internal channel of the one-way air supply pipe 174 is opened, and the first storage... The gas stored in the gas regulating component 171 is transported to the air bag 132 to replenish its gas volume and increase its equivalent stiffness to meet the support requirements during low-speed rotation. At the same time, the rubber 131 continues to attenuate and position the mid-to-high frequency vibrations, ensuring stable operation under low-speed conditions. Under both high-speed and low-speed conditions, the rubber 131 always undertakes the responsibility of mid-to-high frequency vibration reduction and positioning, while the air bag 132 adjusts the stiffness and suppresses low-frequency resonance through the inflow and outflow of gas. The two work together to ensure that the bearing can obtain matched support performance and vibration control effect in different speed ranges.

[0033] Additionally, it should be noted that while the sliding block 143, which is fixedly connected to the outer wall of the linkage seat 144, is longitudinally sliding and engaging with the longitudinal slide groove 142, the reinforcing sleeve body 141 is inserted into the threaded connection seat 151 and rotated. At this time, the locking top seat 148 can be pinched and rotated to prevent the locking top seat 148 from rotating itself, thereby facilitating the limiting and fixing.

[0034] Additionally, it should be noted that when installing the pre-tightening block 181, the lever 189 can be inserted into the side opening 185 first, so that the outer walls of the locking rod 187 and the rubber block 188 are respectively in contact with the two sides of the side opening 185. Then, press and push it in. During the pushing process, the locking rod 187 will be subjected to lateral extrusion force, which will squeeze the rubber block 188 and cause the rubber block 188 to contract. When the locking rod 187 moves to the two side holes at the side opening 185, the extrusion force on the rubber block 188 decreases and it begins to reset. During the reset process, the rubber block 188 will push the locking rod 187 out, so that it is locked into the two side holes, thus completing the installation.

[0035] Further, see Figures 11 to 12 As shown, in this embodiment, the stiffness adjustment component 17 includes a first air storage adjustment component 171, an airflow connecting pipe 172, and a second air storage adjustment component 173. The first air storage adjustment component 171 and the second air storage adjustment component 173 are respectively embedded in the adjustment component mounting position one 153 and the adjustment component mounting position two 154 for adaptive adjustment of the stiffness of the airbag 132. The first air storage adjustment component 171 and the second air storage adjustment component 173 are fixedly connected through the airflow connecting pipe 172 for airflow circulation. The first air storage regulating component 171 is fixedly connected to the inside of the airbag 132 through a one-way air supply pipe 174, which is used to supply air to the airbag 132 when the integrated shaft 10 is at low speed. The bottom of the second air storage regulating component 173 is fixedly connected to the inside of the airbag 132 through a one-way exhaust pipe 175, which is used to exhaust air from the integrated shaft 10 when it is at high speed. Both the airbag 132 and the rubber 131 have sealing holes 133 inside. The periphery of the sealing hole 133 is a sealing structure to ensure the airtightness of the airbag 132. The airbag 132 has a sealing hole 133 inside, and similarly, the rubber 131 also has a sealing hole 133 inside. The sealing hole 133 has a sealing structure around its periphery, allowing the reinforcing sleeve body 141 to pass through the rubber 131 and the airbag 132 for fixation, while preventing air leakage from the airbag 132 during operation. In the above embodiment, when the integrated shaft 10 rotates at high speed, due to centrifugal force, such as... Figure 12As shown, the internal channel of the one-way exhaust pipe 175 is opened, and suction is generated inside the first gas storage regulating component 171. At the same time, the internal channel of the one-way replenishment pipe 174 is closed. At this time, the gas originally stored in the second gas storage regulating component 173 is drawn into the first gas storage regulating component 171 through the airflow connecting pipe 172. During the gas extraction process, the second gas storage regulating component 173 will also extract the gas stored inside the airbag 132 through the one-way exhaust pipe 175 and replenish it. In this way, under high-speed rotation, the airbag 132 can expel and replenish gas in time, thereby effectively reducing its own stiffness. When the integrated shaft 10 is rotating at low speed, the centrifugal effect weakens or disappears, causing the internal channel of the one-way replenishment pipe 174 to be opened, and the gas stored in the first gas storage regulating component 171 is transported to the airbag 132 to replenish its gas volume, thereby restoring and improving its own stiffness to adapt to the low-speed rotation working state.

[0036] Furthermore, see Figures 13 to 14 As shown, in this embodiment, the first gas storage regulating component 171 includes a gas storage chamber 176 and a return valve seat 177. The gas storage chamber 176 is provided inside the first gas storage regulating component 171 for storing gas. The top of the first gas storage regulating component 171 is fixedly connected to one end of the airflow connecting pipe 172 through the return valve seat 177 for one-way return. A one-way valve seat 20 is fixedly installed inside the return valve seat 177. An airflow channel 21 is provided inside the one-way valve seat 20 for airflow to flow inside the one-way valve seat 20. A valve limit seat 22 for limiting is fixedly installed inside the airflow channel 21. A valve stem 23 is movably sleeved inside the valve limit seat 22. A valve stem upper end 25 is fixedly installed on the top of the valve stem 23. A valve plate 26 is fixedly connected to the end of the valve stem 23 away from the valve stem upper end 25, and the valve plate 26 is attached to the bottom of the valve limit seat 22. A spring A2 is movably sleeved on the end of the valve stem 23 near the valve stem upper end 25. 4. A gas supply pipe 90 is fixedly installed at the bottom of the one-way gas supply pipe 174. A gas supply limiting plate 91 is fixedly installed at the bottom of the gas supply pipe 90. A centrifugal drive valve core 92 is attached to the top of the gas supply limiting plate 91. The interior of the centrifugal drive valve core 92 is movably sleeved with the outer wall of the gas supply pipe 90. A central guide rod 94 is fixedly installed at the top of the inner cavity of the first gas storage regulating component 171. A centrifugal return spring 95 is movably sleeved on the outer wall of the central guide rod 94. An extension pipe 96 is fixedly installed at the bottom of the return valve seat 177. The bottom of the extension pipe 96 is movably sleeved with the interior of the centrifugal drive valve core 92. An outer rod 97 is movably sleeved at the bottom of the central guide rod 94. The end of the outer rod 97 away from the central guide rod 94 is fixedly connected to the upper surface of the centrifugal drive valve core 92. A limiting partition 93 is movably sleeved on the outer wall of the end of the outer rod 97 close to the centrifugal return spring 95. The limiting partition 93 is fixedly installed in the inner cavity of the gas storage chamber 176. When the integrated shaft 10 is rotating at high speed, centrifugal force causes the centrifugal drive valve core 92, which is movably sleeved inside the first gas storage regulating assembly 171, to move upward along the inner wall of the gas storage chamber 176. During this process, the outer rod 97 fixed at the top of the gas storage chamber 176 moves upward with the centrifugal drive valve core 92 and slides along the outer wall of the central guide rod 94, compressing the centrifugal return spring 95 and causing the centrifugal return spring 95 to store force. At the same time, the upward movement of the centrifugal drive valve core 92 will generate suction inside the gas storage chamber 176. This suction acts on the inside of the extension tube 96 and the return valve seat 177. When suction is generated inside the return valve seat 177, it will act on the bottom of the valve plate 26, causing the valve plate 26 to move along the airflow channel. The inner wall of 21 moves downward and disengages from the internal contact, thereby opening the internal channel of the airflow channel 21. This action creates a suction force inside the airflow connecting pipe 172, drawing the gas stored in the second gas storage regulating component 173 into the gas storage chamber 176 for temporary storage. The integrated shaft 10 rotates at high speed, and the centrifugal force acts on the centrifugal drive valve core 92, causing the centrifugal drive valve core 92 to move upward along the outer wall of the gas replenishment connecting pipe 90, creating a suction force in the gas storage chamber 176 at the bottom of the centrifugal drive valve core 92. The suction force acts on the inside of the extension pipe 96 and the return valve seat 177. The valve plate 26 moves downward under the suction force, opening the airflow channel 21 and ensuring that the gas can flow back into the gas storage chamber 176 for storage. As the valve plate 26 moves downward, it drives the valve stem 23 and the upper end 25 of the valve stem to move downward synchronously, which compresses the spring A24 that is movably sleeved on the outer wall of the valve stem 23, causing the spring A24 to store force. At the same time, under the action of centrifugal force, the counterweight end 33 moves upward as a whole, and its top is attached to the bottom of the air replenishment valve seat 30, thereby covering the air replenishment channel 31 opened inside the air replenishment valve seat 30, preventing the newly drawn gas from entering the airbag 132, and preventing the airbag 132 from always maintaining the current stiffness and being unable to be adjusted. When the integrated shaft 10 rotates at a low speed, the centrifugal force weakens, and the previously compressed spring A24 and centrifugal reset spring 95 begin to reset. During the reset process, spring A24 pushes the upper end 25 of the valve stem upward, thereby driving the valve stem 23 and valve plate 26 back into the airflow channel 21 to form a seal. At the same time, when the centrifugal reset spring 95 resets, it pushes the outer rod 97 downward, causing the centrifugal drive valve core 92 fixed at the bottom of the outer rod 97 to slide down along the outer wall of the gas supply connecting pipe 90, compressing the gas stored in the gas storage chamber 176 and forcing it into the gas supply connecting pipe 90. The gas is then transported to the airbag 132 through the one-way gas supply connecting pipe 174.

[0037] Specifically, see this embodiment. Figure 15As shown, a replenishing valve seat 30 is fixedly connected to the top of the one-way replenishing air pipe 174. A replenishing air channel 31 is provided inside the replenishing valve seat 30. A valve guide sleeve 32 is fixedly installed inside the one-way replenishing air pipe 174. A counterweight end 33 is located directly below the replenishing air channel 31. A valve core moving rod 34 is movably sleeved inside the valve guide sleeve 32, and the top of the valve core moving rod 34 is fixedly connected to the bottom of the counterweight end 33. A lower end 36 of the valve core connecting rod is fixedly installed at the end of the valve core moving rod 34 away from the counterweight end 33. A valve core moving rod 36 is movably sleeved on the outer wall of the end of the valve core moving rod 34 near the lower end 36 of the valve core connecting rod. The valve core spring 35; the integrated shaft 10 rotates at high speed, and the counterweight end 33 moves upward under the action of centrifugal force. The counterweight end 33 fits against the bottom of the air replenishment valve seat 30 to form a seal on the air replenishment channel 31, so the one-way air replenishment pipe 174 cannot replenish gas into the airbag 132; the integrated shaft 10 rotates at low speed, and the valve core spring 35, which is movably sleeved on the outer wall of the valve core moving rod 34, is not subjected to centrifugal force. The valve core spring 35 resets and pulls the valve core moving rod 34 and the lower end 36 of the valve core connecting rod to their original positions. The counterweight end 33 disengages from the air replenishment valve seat 30, the air replenishment channel 31 opens, and gas is replenished smoothly; During the centrifugal force, the counterweight end 33 moves toward the air supply channel 31. The valve core movable rod 34 fixed at its bottom pulls the lower end 36 of the valve core connecting rod upward and compresses the valve core spring 35 movably sleeved on the outer wall of the valve core movable rod 34, causing the valve core spring 35 to store force. When the centrifugal force disappears, the valve core spring 35 resets and pushes the lower end 36 of the valve core connecting rod and the valve core movable rod 34 downward, so that the counterweight end 33 returns to its original position. At this time, the air supply channel 31 is opened, which facilitates the delivery of the stored gas to the airbag 132. Through the centrifugal force, the first air storage adjustment component 171 generates suction, which can draw excess gas into the air storage chamber 176 for temporary storage, while ensuring that the gas does not directly enter the airbag 132, thus preventing the airbag 132 from losing its ability to suppress low-frequency vibrations due to the inability to adjust its stiffness. Further reading Figure 18An exhaust guide seat 60 is fixedly installed inside the one-way exhaust pipe 175. An exhaust valve sleeve 61 is provided at the bottom of the exhaust guide seat 60. The outer wall of the exhaust valve sleeve 61 is fixedly connected to the inside of the one-way exhaust pipe 175. An exhaust valve core 62 is movably sleeved inside the exhaust valve sleeve 61. A valve core connecting rod 63 is fixedly connected to the top of the exhaust valve core 62. A valve core upper end 64 is fixedly installed on the top of the valve core connecting rod 63 away from the exhaust valve core 62, and a valve core return spring 65 is movably sleeved on the outer wall of the valve core connecting rod 63. When the integrated shaft 10 rotates at high speed, the exhaust valve core 62 moves downward under the action of centrifugal force, allowing the inside of the exhaust valve sleeve 61 to be open. The gas stored in the airbag 132 is transported to the air storage chamber 40 for storage through the exhaust valve sleeve 61. When the integrated shaft 10 rotates at low speed, the centrifugal force of the valve core return spring 65 sleeved on the outer wall of the valve core connecting rod 63 is reduced and it returns to its original position. 65 pushes the valve core connecting rod 63 to reset the exhaust valve core 62 and the upper end 64 of the valve core, blocking the airbag 132 from venting and maintaining rigidity; the first air storage regulating component 171 and the second air storage regulating component 173 have an elastic mounting cavity 70 on the side away from the airflow connecting pipe 172. The bottom of the elastic mounting cavity 70 is connected to the connecting channel 71. The connecting pipe 72 is fixedly installed inside the connecting channel 71. The top of the connecting pipe 72 is fixedly connected to the rubber tube 73. The top of the rubber tube 73 and the one-way air supply pipe 174 are fixedly connected to the end of the one-way exhaust pipe 175 away from the airbag 132. The pre-tightening block 181 moves upward and pre-tightens the airbag 132 and the rubber 131. The rubber tube 73 expands upward elastically to make room. The one-way air supply pipe 174 and the one-way exhaust pipe 175 have sufficient length margin and adapt to the movement of the airbag 132.

[0038] When the integrated shaft 10 rotates at high speed, the resulting centrifugal force acts inside the second air storage and regulating component 173, such as... Figure 18 As shown, centrifugal force pushes the exhaust valve core 62 toward one end of the airbag 132. During this process, the valve core connecting rod 63, which is fixedly connected to the top of the exhaust valve core 62, slides downward along the inside of the exhaust guide seat 60, causing the valve core return spring 65, which is movably sleeved on the outer wall of the valve core connecting rod 63, to be compressed and form a stored force. At the same time, the exhaust valve core 62 disengages from the internal contact of the exhaust valve sleeve 61, opening the internal channel of the exhaust valve sleeve 61.

[0039] Furthermore, see Figures 16 to 17As shown, the second gas storage regulating component 173 has a gas storage chamber 40 for collecting gas inside. The bottom of the second gas storage regulating component 173 is fixedly connected to the end away from the first gas storage regulating component 171 through the exhaust communication channel 41 and the air flow communication pipe 172, so that the gas can be discharged smoothly. An exhaust valve seat 50 is fixedly installed inside the exhaust communication channel 41. An exhaust channel 55 is opened inside the exhaust valve seat 50. An exhaust valve limiting sleeve 51 is fixedly installed inside the exhaust channel 55. An exhaust valve plate 52 is attached to the bottom of the exhaust valve limiting sleeve 51. An exhaust valve rod 53 is fixedly connected to the top of the exhaust valve plate 52. A spring B54 is movably sleeved on the outer wall of the exhaust valve rod 53, and the top of the exhaust valve rod 53 is fixedly connected to the upper end 56 of the exhaust valve. The exhaust valve plate 52 also moves downwards due to centrifugal force. The exhaust valve rod 53 fixed at its top slides down along the outer wall of the exhaust valve limiting sleeve 51, causing the upper end 56 of the exhaust valve installed at the top of the exhaust valve rod 53 to press the spring B54 movably sleeved on the outer wall of the exhaust valve rod 53, causing the spring B54 to store force. As the exhaust valve plate 52 moves downwards, it disengages from the internal contact of the exhaust channel 55, opening the internal channel of the exhaust channel 55. This series of actions allows the suction force generated inside the first gas storage regulating component 171 to act on the inside of the airflow connecting pipe 172, drawing the gas originally stored in the second gas storage regulating component 173 into the first gas storage regulating component 171 for temporary storage. At the same time, the suction force also causes the second gas storage regulating component 173 to extract the existing gas inside the airbag 132 and transport it to the gas storage chamber 40 opened inside itself for storage, so that the gas only needs to be replenished to the first gas storage regulating component 171 next time.

[0040] When the integrated shaft 10 rotates at a low speed, the centrifugal force weakens, and the previously squeezed valve core return spring 65 and spring B54 begin to reset. During the reset process, they push the upper end 56 of the exhaust valve and the upper end 64 of the valve core back to their original positions, so that the valve core connecting rod 63 and spring B54 return to their initial positions. This allows the fixedly connected exhaust valve plate 52 and exhaust valve core 62 to be re-engaged inside the exhaust valve seat 50 and exhaust valve sleeve 61. This ensures that when the first air storage regulating component 171 replenishes air to the airbag 132, the gas cannot be discharged from the one-way exhaust pipe 175, thereby restoring and maintaining the rigidity of the airbag 132.

[0041] Further refer to this embodiment Figure 19The first air storage regulating component 171 and the second air storage regulating component 173 have an elastic mounting cavity 70 on the side away from the airflow connecting pipe 172. The bottom of the elastic mounting cavity 70 is connected to a connecting channel 71. A connecting pipe 72 is fixedly installed inside the connecting channel 71. A rubber tube 73 is fixedly connected to the top of the connecting pipe 72. The top of the rubber tube 73 and the one-way air supply pipe 174 are fixedly connected to the end of the one-way exhaust pipe 175 away from the airbag 132. The pre-tightening block 181 moves upward and pre-tightens the airbag 132 and the rubber 131. The rubber tube 73 expands upward elastically to make room. The one-way air supply pipe 174 and the one-way exhaust pipe 175 have sufficient length margin and adapt to the movement of the airbag 132.

[0042] When the pre-tightening block 181 moves upward and pre-tightens the airbag 132 and rubber 131, the rubber tube 73 expands upward elastically, making room. The one-way air supply pipe 174 and the one-way exhaust pipe 175 have sufficient length margin and adapt to the movement of the airbag 132.

[0043] It should also be noted that the gas filled in the airbags 132 at both ends of the integrated shaft 10 in this structure is consistent during inflation, that is, the gas type, composition and initial pressure are the same. This design ensures that during operation, regardless of the flow or exchange of gas between the two ends, there will be no performance fluctuations or inconsistent responses due to differences in gas properties. This ensures that the airbag 132 has stable and predictable stiffness adjustment characteristics and vibration reduction effect under high-speed and low-speed rotation conditions. Under high-speed rotation conditions, the airbag 132 discharges an appropriate amount of gas, which can reduce the internal equivalent stiffness to a suitable level for vibration reduction. The amount of gas discharged should be determined according to the volume of the airbag 132, the target stiffness reduction, and the operating speed range. It is generally controlled at about 20% to 40% of the total gas volume to ensure that the airbag 132 can effectively suppress resonance in the mid-to-low frequency range without causing support instability due to excessively low stiffness. The discharged gas is temporarily stored in the interior of the first airbag adjustment component 171 through the second gas storage adjustment component 173, and is replenished as needed when the speed decreases, thereby realizing stiffness adjustment and continuous vibration reduction.

[0044] The present invention also discloses an assembly mechanism installation method, comprising the following steps: S1. Preparation steps: Connect the bearing positioning cavities 12 opened at both ends of the integrated shaft 10 to the vibration damping component 13 and the vibration damping support 15, and thread the bearing reinforcement 14 into the inside of the vibration damping support 15 so that the vibration damping component 13 can be limited to the outer wall of the vibration damping support 15.

[0045] S2. Installation Steps: Press the stator 8 into the motor housing 81 to complete the positioning and fastening of the stator 8 and the motor housing 81. After pre-assembling the rotor 9 with the positioning structure, press it axially into the inner cavity of the stator 8 to achieve coaxial assembly of the stator 8 and rotor 9, ensuring uniform air gap. Install the motor rear end cover 3 into the motor housing 81, so that the mounting hole 311 and the second bearing 7 at one end of the positioning structure are engaged, completing the axial limiting of the rotor 9 and the sealing of the power assembly housing 1. Install the reducer assembly 4 into the reducer housing 2. Install the centering fixture 11 on the output shaft end of the integrated shaft 10. The centering fixture 11 is a two-part splicing fixture, with its inner ring mates with the integrated shaft 10 and its outer ring mates with... The housing hole of the reducer housing 2 fits, which can effectively restrain the shaking of the integrated shaft 10 after assembly. Even if there is magnetic attraction between the stator 8 and the rotor 9, it can still remain stable. The centering fixture 11 is installed into the reducer assembly 4 after the oil seal is assembled. Before closing the box, the centering fixture 11 is removed. The first bearing 6 is pressed into the end of the integrated shaft 10 away from the second bearing 7 to complete the radial support and axial positioning of the shaft system. The axial clearance of the shaft system is measured, and the adjusting shim of the corresponding thickness is selected to eliminate the clearance and ensure the preload. The reducer housing 2 and the power assembly housing 1 are closed and fixed, so that the bearing mounting hole 5 opened inside the reducer housing 2 and the outer wall of the first bearing 6 are connected to each other to complete the overall sealing and final fastening.

[0046] S3. Other steps: If an oil-cooled electric drive is used, then only the installation step of centering fixture 11 needs to be cancelled.

[0047] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A powertrain mechanism, characterized in that, include: Powertrain housing, used to mount the motor housing; The outer wall of the powertrain housing is detachably connected to a reducer housing, which is used to install the reducer assembly. Both the powertrain housing and the reducer housing have positioning structures inside. The positioning structure includes a first bearing, a second bearing, and an integrated shaft; Both the second bearing and the first bearing are disposed at both ends of the integrated shaft, and are used for positioning the two ends of the integrated shaft and reducing the deformation of the integrated shaft; The end of the integrated shaft near the second bearing is sleeved inside the motor housing, and the outer wall of the second bearing is adapted to the inside of the motor housing. A gear structure is provided on the outer wall of the end of the integrated shaft near the first bearing. The gear structure meshes with the reducer assembly to reduce the misalignment of the reducer assembly. The first bearing is located on the side of the reducer assembly and is fitted inside the reducer housing; Both ends of the integrated shaft are equipped with preload components, vibration damping support seats, air bladders, and rubber. The pretensioning assembly includes a lateral opening, a snap-fit ​​rod, a rubber block, a lever, and a push rod. The side of the vibration damping support has a lateral opening. Snap-fit ​​rods are snapped into the two sides of the lateral opening near the opening via holes. A rubber block is fixedly connected to the outer wall of the snap-fit ​​rod. A lever is fixedly installed on the outer wall of the rubber block away from the snap-fit ​​rod. One end of the lever is fixedly connected to the pretensioning block via a push rod. The push rod is used to push the pretensioning block upward to pretension the airbag and rubber.

2. The powertrain mechanism according to claim 1, characterized in that, A centering fixture is fitted to the outer wall of the end of the integrated shaft near the first bearing. The centering fixture includes fixture half one and fixture half two. Fixture half one and fixture half two are two-part splicing structures that are fitted together around the outer wall of the integrated shaft.

3. The powertrain mechanism according to claim 1, characterized in that, The motor housing includes a rear end cover, a stator, and a rotor. The rear end cover is fixedly installed at the end of the motor housing away from the reducer housing. The rear end cover has a mounting hole for supporting the outer wall of the second bearing. The stator is installed inside the motor housing, and the rotor is installed inside the stator. The rotor and the outer wall of the integrated shaft near the second bearing are sleeved together.

4. The powertrain mechanism according to claim 3, characterized in that, The reducer housing has a bearing mounting hole on the side away from the motor rear end cover for supporting the outer wall of the first bearing.

5. The powertrain mechanism according to claim 1, characterized in that, The integrated shaft has bearing positioning cavities at both ends for positioning the second bearing and the first bearing. The bearing positioning cavities are equipped with vibration damping components for damping the second bearing and the first bearing. The vibration damping components include rubber and airbags. The rubber and airbags are stacked to form a support structure. The rubber is used for mid-to-high frequency vibration attenuation and foundation positioning. The airbags are used for low-frequency resonance suppression and stiffness adaptive adjustment.

6. The powertrain mechanism according to claim 5, characterized in that, The vibration damping assembly has a detachable bearing reinforcement component inside, used to reinforce the second bearing and the first bearing; the bearing reinforcement component is threadedly connected to a vibration damping support seat for supporting the vibration damping assembly; the vibration damping support seat has a threaded engagement pin inside, the engagement pin passes through the vibration damping support seat, and the engagement groove inside the bearing positioning cavity engages with the engagement pin, so that the vibration damping support seat is sleeved inside the bearing positioning cavity and does not move.

7. The powertrain mechanism according to claim 6, characterized in that, The outer circumferential wall of the vibration damping support is inlaid with a stiffness adjustment component. The stiffness adjustment component includes a first air storage adjustment component, an airflow connecting pipe, and a second air storage adjustment component. The first air storage adjustment component and the second air storage adjustment component are installed on the outer circumferential wall of the vibration damping support and are interconnected through the airflow connecting pipe for adjusting the stiffness of the airbag.

8. The powertrain mechanism according to claim 6, characterized in that, The vibration damping component is fitted with a pre-tightening component, which includes a pre-tightening block fitted to the bottom of the airbag for pre-tightening the airbag and rubber.

9. A method for installing a powertrain mechanism, characterized in that, The installation method is used to install the powertrain mechanism according to any one of claims 1-8, and the installation method includes the following steps: S1. Preparation steps: Connect the bearing positioning cavities at both ends of the integrated shaft to the vibration damping components and vibration damping support seats, and thread the bearing reinforcement into the inside of the vibration damping support seats so that the vibration damping components can be limited to the outer wall of the vibration damping support seats. S2. Installation Steps: Press the stator into the motor housing to complete the positioning and fastening of the stator and motor housing. After pre-assembling the rotor with the positioning structure, press it axially into the stator cavity to achieve coaxial assembly of the stator and rotor, ensuring uniform air gap. Install the motor rear end cover into the motor housing, so that the mounting hole and the second bearing at one end of the positioning structure are engaged to complete the axial limiting of the rotor and the sealing of the power assembly housing. Install the reducer assembly into the reducer housing. Install the centering fixture on the output shaft end of the integrated shaft. The centering fixture is a two-part splicing fixture. The inner ring mates with the integrated shaft, and the outer ring mates with the housing hole of the reducer housing. The centering fixture is installed into the reducer assembly after the oil seal is assembled. Before closing the housing, the centering fixture is removed. The first bearing is press-fitted at the end of the integrated shaft away from the second bearing to complete the radial support and axial positioning of the shaft system. The axial clearance of the shaft system is measured, and an adjusting shim of the corresponding thickness is selected to eliminate the clearance and ensure the preload. The reducer housing and the power assembly housing are closed and fixed so that the bearing mounting hole opened inside the reducer housing and the outer wall of the first bearing are fitted together to complete the overall sealing and final fastening. S3. Other steps: If an oil-cooled electric drive is used, the centering tooling installation step is omitted.

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