Power assembly and vehicle
By integrating the motor, reducer and controller in the powertrain and designing a controller position that is easy to disassemble and assemble, the problems of controller maintenance difficulties and large space occupation in the prior art are solved, and higher space utilization and equipment reliability are achieved.
Patent Information
- Application Number
- CN202422303188.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-20
- Publication Date
- 2025-06-06
- Estimated Expiration
- 2034-09-20
AI Technical Summary
In existing electric drive systems, the assembly and disassembly of the controller is difficult to maintain and occupy a large space, resulting in inconvenient maintenance and low space utilization.
A powertrain is designed in which the motor, reducer and controller are integrated in the housing, the controller is arranged on one side of the motor in the vertical direction, and the disassembly and assembly and maintenance are achieved by opening the cover plate, reducing the processing process flow.
It reduces the difficulty of disassembly and maintaining the controller, reduces space occupation, improves space utilization and integration, and enhances the reliability and stability of the equipment.
Smart Images
Figure CN222946534U_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to the field of automobile transmission systems, and in particular, to a powertrain and a vehicle. Background Art
[0002] In the related art, the electric drive system usually arranges the motor, controller and reducer coaxially, and the controller and reducer are respectively arranged on opposite sides of the motor. This arrangement will increase the difficulty of assembling, disassembling and maintaining the controller, and will also increase the space occupied along the width direction of the vehicle. Utility Model Content
[0003] The purpose of the present disclosure is to provide a power assembly that can reduce the difficulty of disassembly, assembly and maintenance of a controller, so as to at least partially solve the above technical problems.
[0004] In order to achieve the above-mentioned object, a first aspect of the present disclosure provides a powertrain, comprising:
[0005] A housing, comprising a first chamber, a second chamber located on one side of the first chamber in a vertical direction, a third chamber arranged side by side with the first chamber and the second chamber in a horizontal direction, and a cover plate for opening and closing the second chamber;
[0006] A motor is located in the first chamber, and the motor includes a hollow shaft;
[0007] a transmission mechanism, comprising a speed reducer, a differential, a first half-shaft and a second half-shaft, wherein the speed reducer and the differential are located in the third chamber, the motor is sequentially connected to the first half-shaft and the second half-shaft through the hollow shaft, the speed reducer and the differential, and the first half-shaft passes through the hollow shaft; and
[0008] A controller is located in the second chamber, and the controller is connected to the motor signal.
[0009] Optionally, the second chamber is located above the first chamber.
[0010] Optionally, the power assembly further includes a condensation circulation flow path, wherein the condensation circulation flow path passes through the second chamber and the first chamber, and / or the condensation circulation flow path flows through the shell to form walls of the second chamber and the first chamber.
[0011] Optionally, the condensation circulation flow path includes a liquid inlet pipe connected to the second chamber, a liquid outlet pipe connected to the first chamber, and a cooling pipe connected between the liquid inlet pipe and the liquid outlet pipe, and the cooling pipe runs through the second chamber and the first chamber.
[0012] Optionally, the condensation circulation flow path includes a liquid inlet pipe communicating with the second chamber, a liquid outlet pipe communicating with the first chamber, and a cooling flow channel connected between the liquid inlet pipe and the liquid outlet pipe, and the cooling flow channel is formed on the wall.
[0013] Optionally, the reducer includes a first gear arranged on the hollow rotating shaft, a transmission shaft located on one side of the hollow rotating shaft in the vertical direction, a second gear arranged on the transmission shaft and meshing with the first gear, and a third gear arranged on the transmission shaft and spaced apart from the second gear, the third gear meshing with the driven gear of the differential, and the transmission shaft is parallel to the first half shaft and the second half shaft.
[0014] Optionally, a sixth bearing and a seventh bearing for supporting the transmission shaft are provided on the transmission shaft, and the second gear and the third gear are located between the sixth bearing and the seventh bearing;
[0015] The sixth bearing is configured as a deep groove ball bearing, and the seventh bearing is configured as a roller bearing.
[0016] Optionally, the hollow shaft is provided with a first bearing and a second bearing on opposite sides along a first horizontal direction, respectively, and the second bearing is located between the first chamber and the third chamber;
[0017] The first bearing and the second bearing are both configured as deep groove ball bearings.
[0018] Optionally, a third bearing is further provided on the first half-shaft and a fourth bearing is further provided on the second half-shaft, and the third bearing and the fourth bearing are respectively located on opposite sides of the differential along the first horizontal direction; the third bearing and the fourth bearing are both constructed as tapered bearings; a fifth bearing is also provided on the first half-shaft, and the fifth bearing is located on the side of the first bearing away from the motor, and the fifth bearing is used to support the first half-shaft; the fifth bearing is constructed as a deep groove ball bearing.
[0019] A second aspect of the present disclosure provides a vehicle comprising the powertrain described in any of the above optional schemes.
[0020] Through the above technical solution, the motor, reducer, and controller are integrated in the housing to realize a three-in-one powertrain, wherein the motor is arranged in the first chamber, the transmission mechanism is arranged in the third chamber, and the controller is arranged in the second chamber. Thus, the controller is arranged on one side of the motor in the vertical direction, and the controller can be disassembled and maintained by opening the cover plate, and the controller does not need to change its own structure in order to adapt to the first semi-shaft and the hollow shaft in terms of process manufacturing, thereby reducing the processing flow. In addition, the first semi-shaft passes through the hollow shaft to achieve further integration of the first semi-shaft and the motor, reduce space occupancy, and improve space utilization. Therefore, the powertrain provided by the present disclosure can realize a deeply integrated three-in-one powertrain, can improve space utilization and integration, and is convenient for disassembly and maintenance of the controller, thereby reducing the overall assembly and maintenance difficulty, and having greater reliability and stability in use.
[0021] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:
[0023] Figure 1 is a schematic diagram of the overall structure of a powertrain provided in an exemplary embodiment of the present disclosure;
[0024] Figure 2 is a cross-sectional schematic diagram of a powertrain provided in an exemplary embodiment of the present disclosure;
[0025] Figure 3 is a simplified structural diagram of a powertrain provided in an exemplary embodiment of the present disclosure.
[0026] Description of Reference Numerals
[0027] 1. Motor; 10. Hollow shaft;
[0028] 2. Transmission mechanism; 20. First half shaft; 21. Second half shaft; 22. Differential; 220. Driven gear; 23. Transmission shaft;
[0029] 3. First gear; 4. Second gear; 5. Third gear; 6. Controller;
[0030] 7. Shell; 71. First chamber; 72. Third chamber; 73. Second chamber; 730. Cover plate;
[0031] 8. Condensation circulation flow path; 80. Liquid inlet pipe; 81. Liquid outlet pipe;
[0032] 90. First bearing; 91. Second bearing; 92. Third bearing; 93. Fourth bearing; 94. Fifth bearing; 95. Sixth bearing; 96. Seventh bearing. DETAILED DESCRIPTION
[0033] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.
[0034] In the present disclosure, unless otherwise specified, "inside" and "outside" refer to the inside and outside of the contour of the corresponding component. Furthermore, the terms "first" and "second" used in the present disclosure are to distinguish one element from another and have no order or importance. In addition, when the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.
[0035] according to Figures 1 to 3 As shown, the first aspect of the present disclosure provides a powertrain that can be arranged on the rear axle of a vehicle to realize the four-wheel drive function of the vehicle, so that the vehicle can stably travel under low-speed and high-torque demand conditions, and there is no need to disconnect the connection with the powertrain when traveling at high speed. The structure is more compact and convenient for maintenance and repair. The powertrain may include a housing 7, a motor 1, a transmission mechanism 2 and a controller 6. The housing 7 may include a first chamber 71, a second chamber 73 located on one side of the first chamber 71 in the vertical direction, a third chamber 72 arranged side by side with the first chamber 71 and the second chamber 73 in the horizontal direction, and a cover plate 730 for opening and closing the second chamber 73. The motor 1 is located in the first chamber 71. The motor 1 may include a hollow shaft 10. The transmission mechanism 2 may include a reducer, a differential 22, a first half shaft 20 and a second half shaft 2 1, the reducer and the differential 22 are both located in the third chamber 72, the motor 1 is sequentially connected to the first half-shaft 20 and the second half-shaft 21 through the hollow shaft 10, the reducer, and the differential 22, the first half-shaft 20 passes through the hollow shaft 10, so that when the motor 1 is working, it can drive the first half-shaft 20 to rotate, the controller 6 is located in the second chamber 73, so that the operator can assemble and maintain the controller 6 by opening the cover 730, the controller 6 is connected to the motor 1 signal, and the controller 6 can be used to control the output torque of the motor 1.
[0036] Through the above technical solution, the motor, reducer and controller are integrated in the housing to achieve three-in-one deep integration of the powertrain, wherein the motor 1 is arranged in the first chamber 71, the transmission mechanism 2 is arranged in the third chamber 72, and the controller 6 is arranged in the second chamber 73. Thus, the controller 6 is arranged on one side of the motor 1 in the vertical direction, and the controller 6 can be disassembled and maintained by opening the cover 730, and the controller 6 does not need to change its own structure in the process manufacturing to adapt to the first semi-shaft 20 and the hollow shaft 10, thereby reducing the processing process flow. In addition, the first semi-shaft 20 runs through the hollow shaft 10, realizing further integration of the first semi-shaft 20 and the motor 1, reducing space occupancy, improving space utilization, and facilitating disassembly and maintenance of the controller 6, thereby reducing the overall assembly and maintenance difficulty, and having greater reliability and stability in use.
[0037] The vertical direction may be a direction perpendicular to the axial direction of the hollow rotating shaft 10 ; and the horizontal direction may be a direction perpendicular to the vertical direction.
[0038] Among them, the shell 7 can be constructed in any suitable form, for example, the shell 7 can be constructed as a roughly cylindrical shape, and the total length of the first chamber 71 and the second chamber 73 in the vertical direction can be the same or approximately the same as the total length of the third chamber 72 in the vertical direction to reduce the space occupied by the rear axle of the vehicle.
[0039] The structure of the motor 1 can be adaptively adjusted according to the actual needs. For example, the motor 1 can be constructed as an asynchronous motor to avoid the motor 1 generating a strong back electromotive force when the vehicle is running at high speed. The present disclosure is not limited thereto.
[0040] In some possible implementations, for example, referring to Figures 1 to 3 As shown, the second chamber 73 can be located above the first chamber 71, so that the operator can inspect and maintain the controller 6 in the second chamber 73, and the assembly is easier.
[0041] Of course, the second chamber 73 may also be located below the first chamber 71 , and the present disclosure does not specifically limit this, and those skilled in the art may make adaptive adjustments according to actual needs.
[0042] In some possible implementations, for example, referring to Figure 1 As shown, the power assembly may further include a condensation circulation flow path 8 , which passes through the second chamber 73 and the first chamber 71 to cool the controller 6 in the second chamber 73 and the motor 1 in the first chamber 71 .
[0043] Alternatively, the condensation circulation flow path 8 may also flow through the shell 7 to form the walls of the second chamber 73 and the first chamber 71 , which can also achieve cooling of the controller 6 and the motor 1 .
[0044] Of course, the above two methods can also be implemented at the same time, and the present disclosure does not make specific limitations on this. Those skilled in the art can make adaptive adjustments according to the needs of actual conditions.
[0045] In some possible implementations, for example, referring to Figure 1 As shown, the condensation circulation flow path 8 may include a liquid inlet pipe 80 communicating with the second chamber 73, a liquid outlet pipe 81 communicating with the first chamber 71, and a cooling pipe connected between the liquid inlet pipe 80 and the liquid outlet pipe 81, and the cooling pipe runs through the second chamber 73 and the first chamber 71. Through the circulation of the cooling medium in the liquid inlet pipe 80, the cooling pipe and the liquid outlet pipe 81, the controller 6 and the motor 1 are continuously cooled to improve safety and extend the service life of the controller 6 and the motor 1.
[0046] In an alternative embodiment, the condensation circulation flow path 8 may further include a liquid inlet pipe 80 communicating with the second chamber 73, a liquid outlet pipe 81 communicating with the first chamber 71, and a cooling channel connected between the liquid inlet pipe 80 and the liquid outlet pipe 81, and the cooling channel may be formed on the wall. In the above manner, continuous cooling of the controller 6 and the motor 1 can also be achieved.
[0047] In some possible implementations, for example, referring to Figure 2 and Figure 3 As shown, the reducer may include a first gear 3 arranged on the hollow shaft 10, a transmission shaft 23 located on one side of the hollow shaft 10 in the vertical direction, for example, the transmission shaft 23 may be located above the hollow shaft 10, a second gear 4 arranged on the transmission shaft 23 and meshing with the first gear 3, and a third gear 5 arranged on the transmission shaft 23 and spaced apart from the second gear 4, the third gear 5 meshing with the driven gear 220 of the differential 22, and the transmission shaft 23 is parallel to the first half shaft 20 and the second half shaft 21. The mutual meshing of the first gear 3 and the second gear 4 can achieve a first-stage torque increase or reduction, and the mutual meshing of the third gear 5 and the driven gear of the differential 22 can achieve a second-stage torque increase or reduction, the end of the first half shaft 20 away from the differential 22 is connected to one of the wheels of the rear axle of the vehicle, and the end of the second half shaft 21 away from the differential 22 is connected to the other wheel of the rear axle of the vehicle, and the differential 22 is used to distribute torque and speed to the two wheels.
[0048] Regarding the specific structure of the differential, those skilled in the art may consult and search existing literature, and the present disclosure will not elaborate on it here.
[0049] The driven gear 220 may be constructed in any suitable manner, for example, the driven gear 220 may be constructed as a ring gear, which is not specifically limited in the present disclosure.
[0050] In some possible implementations, for example, referring to Figure 2 and Figure 3 As shown, the transmission shaft 23 may be provided with a sixth bearing 95 and a seventh bearing 96 for supporting the transmission shaft 23, and the second gear 4 and the third gear 5 are located between the sixth bearing 95 and the seventh bearing 96; the sixth bearing 95 may be constructed as a deep groove ball bearing to bear axial force, and the seventh bearing 96 may be constructed as a roller bearing to bear radial force.
[0051] The sixth bearing 95 can be bidirectionally axially limited, and the seventh bearing 96 can be constructed as a floating end, so that the seventh bearing 96 can move axially following the thermal expansion of the transmission shaft 23. The seventh bearing 96 is constructed as a roller bearing, and the roller bearing is smaller in size, which can make the overall structure of the reducer more compact, reduce space occupation and overall weight, and thus reduce economic costs.
[0052] In some possible implementations, for example, referring to Figure 2 and Figure 3 As shown, the first bearing 90 and the second bearing 91 can be respectively provided on the opposite sides of the hollow rotating shaft 10 along the first horizontal direction. The first bearing 90 and the second bearing 91 are used to support the hollow rotating shaft 10 and the first half shaft 20, and the second bearing 91 is located between the first chamber 71 and the third chamber 72; the first bearing 90 and the second bearing 91 can both be constructed as deep groove ball bearings.
[0053] The second bearing 91 may adopt bidirectional axial limiting to bear the axial force, and the first bearing 90 may be constructed as a floating end so that the first bearing 90 can move axially following the thermal expansion of the hollow shaft 10 .
[0054] In some possible implementations, for example, referring to Figure 2 and Figure 3 As shown, a third bearing 92 may be provided on the first half shaft 20, and a fourth bearing 93 may be provided on the second half shaft 21. The third bearing 92 and the fourth bearing 93 are respectively located on opposite sides of the differential 22 along the first horizontal direction; the third bearing 92 and the fourth bearing 93 may both be configured as tapered bearings. The third bearing 92 and the fourth bearing 93 may be used to jointly support the differential 22 to bear the axial and radial forces of the differential 22. The third bearing 92 may also be used to support the first half shaft 20, and the fourth bearing 93 may also be used to support the second half shaft 21.
[0055] The first direction may be the same direction as the axial direction of the hollow shaft 10 .
[0056] In some possible implementations, for example, referring to Figure 2 and Figure 3As shown, a fifth bearing 94 may also be provided on the first half shaft 20. The fifth bearing 94 is located on the side of the first bearing 90 away from the motor 1. The fifth bearing 94 is used to support the first half shaft 20 to bear radial force. The fifth bearing 94 may be constructed as a deep groove ball bearing. By providing the fifth bearing 94, the wear of the first half shaft 20 may be reduced, so that the first half shaft 20 and the second half shaft 21 do not need to be equipped with an auxiliary support bearing structure, thereby reducing the overall assembly difficulty.
[0057] Regarding the specific structure of the auxiliary support bearing structure, those skilled in the art may refer to existing technical literature, and the present disclosure will not elaborate on this.
[0058] A second aspect of the present disclosure provides a vehicle, comprising the above-mentioned power assembly, and the vehicle has all the beneficial effects of the above-mentioned specific embodiments, which will not be described in detail in the present disclosure.
[0059] The present disclosure exemplarily describes the working principle of the powertrain, for example: when the vehicle is in a relatively harsh environment or the vehicle needs to accelerate, the controller 6 controls the motor 1 to output torque and speed, and the first gear 3 arranged on the hollow shaft 10, driven by the hollow shaft 10, transmits the torque and speed to the second gear 4, and the third gear 5 coaxially arranged with the second gear 4 transmits the torque and speed to the differential 22, and the differential 22 then distributes the torque and speed to the first half shaft 20 and the second half shaft 21, and the two wheels respectively connected to the first half shaft 20 and the second half shaft 21 accelerate after receiving the torque and speed, so that the vehicle can travel stably in a relatively harsh environment and can accelerate in time when the vehicle needs to accelerate.
[0060] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.
[0061] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.
[0062] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.
Claims
1. A powertrain, characterized in that: include: A housing, comprising a first chamber, a second chamber located on one side of the first chamber in a vertical direction, a third chamber arranged side by side with the first chamber and the second chamber in a horizontal direction, and a cover plate for opening and closing the second chamber; A motor is located in the first chamber, and the motor includes a hollow shaft; a transmission mechanism, comprising a speed reducer, a differential, a first half-shaft and a second half-shaft, wherein the speed reducer and the differential are located in the third chamber, the motor is sequentially connected to the first half-shaft and the second half-shaft through the hollow shaft, the speed reducer and the differential, and the first half-shaft passes through the hollow shaft; and A controller is located in the second chamber, and the controller is connected to the motor signal.
2. The powertrain according to claim 1, characterized in that: The second chamber is located above the first chamber.
3. The powertrain according to claim 1, characterized in that: The powertrain further includes a condensation circulation flow path, the condensation circulation flow path is provided through the second chamber and the first chamber, and / or the condensation circulation flow path flows through the shell to form the walls of the second chamber and the first chamber.
4. The powertrain according to claim 3, characterized in that: The condensation circulation flow path includes a liquid inlet pipe communicating with the second chamber, a liquid outlet pipe communicating with the first chamber, and a cooling pipe connected between the liquid inlet pipe and the liquid outlet pipe, and the cooling pipe runs through the second chamber and the first chamber.
5. The powertrain according to claim 3, characterized in that: The condensation circulation flow path includes a liquid inlet pipe communicating with the second chamber, a liquid outlet pipe communicating with the first chamber, and a cooling flow channel connected between the liquid inlet pipe and the liquid outlet pipe, and the cooling flow channel is formed on the wall.
6. The powertrain according to claim 1, characterized in that: The reducer includes a first gear arranged on the hollow rotating shaft, a transmission shaft located on one side of the hollow rotating shaft in the vertical direction, a second gear arranged on the transmission shaft and meshing with the first gear, and a third gear arranged on the transmission shaft and spaced apart from the second gear, the third gear meshing with the driven gear of the differential, and the transmission shaft is parallel to the first half shaft and the second half shaft.
7. The powertrain according to claim 6, characterized in that: The transmission shaft is provided with a sixth bearing and a seventh bearing for supporting the transmission shaft, and the second gear and the third gear are located between the sixth bearing and the seventh bearing; The sixth bearing is configured as a deep groove ball bearing, and the seventh bearing is configured as a roller bearing.
8. The powertrain according to claim 1, characterized in that: The hollow shaft is provided with a first bearing and a second bearing on opposite sides along a first horizontal direction, respectively, and the second bearing is located between the first chamber and the third chamber; The first bearing and the second bearing are both configured as deep groove ball bearings.
9. The powertrain according to claim 8, characterized in that: A third bearing is also provided on the first half shaft, and a fourth bearing is also provided on the second half shaft, wherein the third bearing and the fourth bearing are respectively located on opposite sides of the differential along a first horizontal direction; the third bearing and the fourth bearing are both configured as tapered bearings; A fifth bearing is also provided on the first half shaft. The fifth bearing is located on a side of the first bearing away from the motor. The fifth bearing is used to support the first half shaft. The fifth bearing is constructed as a deep groove ball bearing.
10. A vehicle, characterized in that: A power assembly comprising any one of claims 1 to 9.