Electric driving structure, transmission assembly and vehicle

Abstract

The utility model provides an electric driving structure, a transmission assembly and a vehicle, the electric driving structure comprises a speed reducer and a plurality of motors (1), the speed reducer comprises an input shaft (21), each motor (1) comprises a motor shaft (11), and the motor shaft (11) of each motor (1) and the input shaft (21) of the speed reducer are constructed to be the same shaft. The multiple motors are arranged and jointly output power, the driving efficiency and performance of the electric driving structure can be effectively improved, the wide efficient area characteristic of the motors is improved, and the driving mileage of the pure electric vehicle is prolonged; meanwhile, the split arrangement mode of speed reducers and motors in a traditional electric drive system is changed, motor shafts of all the motors and input shafts of the speed reducers are constructed to be the same shaft, the motor shafts and the input shafts are not connected through splines any more, and the NVH problem caused by the spline matching problem is effectively avoided; compared with a traditional separated rotor shaft and a gear input shaft, the weight, the size and the cost of the coaxial structure are all reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to an electric drive structure, a transmission assembly and a vehicle. Background Art

[0002] A pure electric vehicle is a new type of clean energy vehicle. With the strong promotion of energy conservation and emission reduction, pure electric vehicles have become a major development trend. Currently, an electric drive system usually includes a motor and a reducer, and the rotor shaft of the motor and the gear input shaft of the reducer are connected by splines to transmit torque. The current electric drive system has problems such as a relatively large external size, overweight, large NVH caused by spline fit, and low drive efficiency. Summary of the Utility Model

[0003] The purpose of the present application is to provide an electric drive structure, a transmission assembly and a vehicle, so as to solve the problems existing in the current electric drive system, such as a relatively large external size, overweight, large NVH caused by spline fit, and low drive efficiency.

[0004] To solve the above technical problems, the present application provides an electric drive structure, which includes a reducer and a plurality of motors. The reducer includes an input shaft, and the motors include motor shafts. The motor shafts of the motors and the input shaft of the reducer are configured as the same shaft.

[0005] The electric drive structure of the present application is provided with a plurality of motors, and each motor jointly outputs power, effectively improving the drive efficiency and drive performance of the electric drive structure, enhancing the wide and high-efficiency zone characteristics of the motors, and extending the driving range of the pure electric vehicle.

[0006] At the same time, the present application changes the split setting method of the reducer and the motor in the traditional electric drive system. The motor shafts of the motors and the input shaft of the reducer are configured as the same shaft, and the motor shaft and the input shaft are no longer connected by splines, saving the spline structure. While reducing the structural cost, it effectively avoids the NVH problem caused by spline fit problems; compared with the traditional separate rotor shaft and gear input shaft, the coaxial structure of the present application has a reduced weight and size, reduces the manufacturing cost, the overall structure is more compact, the structural stiffness is higher, and the NVH performance is better. When this electric drive structure is applied to a whole vehicle, it effectively improves the riding comfort.

[0007] Optionally, the reducer includes a reducer housing, the motors include motor housings, and the reducer housing and the motor housings are configured as the same housing.

[0008] Optionally, it further includes two bearings, and both ends of the input shaft are respectively installed on the housing through the corresponding bearings.

[0009] Optionally, the motors include motor assemblies, and each motor assembly is symmetrically arranged about the perpendicular bisector of the input shaft.

[0010] Optionally, the speed reducer includes an input gear, which is torsionally connected to the input shaft. The input gear is located on the perpendicular bisector of the input shaft. There are two motors, and the two motor assemblies are symmetrically arranged on both sides of the input gear.

[0011] Optionally, the housing has a connecting portion. The motor includes a motor assembly, and the motor assembly includes a stator assembly. At least a part of the motor assembly is located inside the connecting portion, and the stator assembly is fixed to the connecting portion.

[0012] Optionally, the stator assembly and the connecting portion are fixed by interference fit.

[0013] Optionally, it further includes a threaded connector, and the stator assembly and the connecting portion are fixed by the threaded connector.

[0014] The present application also provides a transmission assembly, which includes the aforementioned electric drive structure, and further includes a half shaft for connecting to a wheel. The differential assembly of the electric drive structure is connected to the half shaft.

[0015] The transmission assembly of the present application includes the aforementioned electric drive structure, and thus has the same technical effects as the aforementioned electric drive structure, which will not be elaborated herein.

[0016] The present application also provides a vehicle, which includes the aforementioned transmission assembly.

[0017] The vehicle of the present application includes the aforementioned transmission assembly, and thus has the same technical effects as the aforementioned transmission assembly, which will not be elaborated herein. Description of the Drawings

[0018] Figure 1 It is a schematic structural diagram of a specific embodiment of the electric drive structure provided by the present application;

[0019] Among them, Figure 1 the reference numerals in the drawings are as follows:

[0020] 1 - Motor;

[0021] 11 - Motor shaft;

[0022] 1A - Motor assembly;

[0023] 12 - Stator assembly;

[0024] 13 - Rotor assembly;

[0025] 21 - Input shaft;

[0026] 22 - Bearing;

[0027] 23 - Input gear;

[0028] 24 - Intermediate shaft;

[0029] 25 - First gear;

[0030] 26 - Second gear;

[0031] 27 - Differential assembly. Detailed implementation manner

[0032] In order to enable those skilled in the art to better understand the technical solution of the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0033] In this article, the Figure 1 direction of the arrow shown is the power transmission direction.

[0034] Please refer to Figure 1 , Figure 1 which is a structural schematic diagram of a specific embodiment of the electric drive structure provided by the present application.

[0035] This embodiment provides an electric drive structure, including a speed reducer and two motors 1. The speed reducer includes an input shaft 21, and the motor 1 includes a motor shaft 11. The motor shafts 11 of the two motors 1 and the input shaft 21 of the speed reducer are configured as the same shaft.

[0036] The electric drive structure of this embodiment is provided with two motors 1. The two motors 1 jointly output power, which can effectively improve the drive efficiency and drive performance of the electric drive structure, improve the wide high-efficiency zone characteristics of the motor 1, and extend the driving range of the pure electric vehicle. In particular, when the motor 1 is a permanent magnet synchronous motor, its wide high-efficiency zone characteristics are more fully improved.

[0037] It can be understood that if two motors are also provided in a traditional electric drive system, the two motors need to be arranged at both ends of the gear input shaft of the speed reducer. The corresponding ends of the rotor shaft of the motor and the gear input shaft are connected by splines, that is, two splines are required to connect the two rotor shafts and the gear input shaft. The structure is complex, the problem of relatively large NVH caused by spline fit is more serious, and the size of the electric drive system is relatively large and the weight exceeds the standard.

[0038] Based on this, the present application further changes the split setting method of the speed reducer and the motor in the traditional electric drive system, and configures the motor shafts 11 of the two motors 1 and the input shaft 21 of the speed reducer as the same shaft, as Figure 1As shown, the speed reducer further includes an input gear 23, and the motor 1 further includes a motor assembly 1A. The input gear 23 and the two motor assemblies 1A are both connected to the same shaft. First, the motor shaft 11 and the input shaft 21 are no longer connected by a spline, saving the spline structure. While reducing the structural cost, it effectively avoids the NVH (Noise, Vibration, Harshness) problems caused by spline fitting issues. Second, compared with the traditional separate rotor shaft and gear input shaft, the coaxial structure has a reduced weight, a smaller size, lower manufacturing costs, a more compact overall structure, higher structural stiffness, and better NVH performance. When this electric drive structure is applied to a whole vehicle, it effectively improves the riding comfort.

[0039] In this embodiment, the electric drive structure is provided with two motors 1. In practice, the number of motors 1 provided in the electric drive structure can be adaptively set according to the driving requirements. For example, the number of motors 1 provided in the electric drive structure can be more than two. Of course, as the number of motors 1 increases, the motor control logic will also become more complex. Therefore, based on the current driving requirements, it is a more preferable technical solution to provide two motors 1 in the electric drive structure.

[0040] In practice, the motor 1 can be a permanent magnet synchronous motor or an asynchronous motor.

[0041] Furthermore, in this embodiment, the speed reducer includes a speed reducer housing, and the motor 1 includes a motor housing. The speed reducer housing and the motor housing are configured as the same housing.

[0042] In the traditional electric drive system, the speed reducer and the motor are separately arranged. The speed reducer includes a speed reducer body and a speed reducer housing. The speed reducer body is installed inside the speed reducer housing. The motor includes a motor assembly and a motor housing. The motor assembly is installed inside the motor housing. The motor housing is connected to the speed reducer housing, and the motor housing is located on the outer side of the speed reducer housing. It can be seen that in the traditional electric drive system, the speed reducer housing and the motor housing are separately manufactured and then connected to each other, resulting in high structural costs, heavy weights, scattered structures, and low system integration.

[0043] In this application, the speed reducer housing and the motor housing are configured as the same housing, that is, the speed reducer body and the motor assembly 1A are both installed inside the same housing, saving one housing, reducing the weight of the electric drive structure. The whole structure is highly integrated, which is more conducive to the lightweight and miniaturization of the electric drive structure and achieves the goal of low cost.

[0044] Please continue to refer to Figure 1 , in this embodiment, the housing has a connecting portion (not shown in the figure). The motor assembly 1A includes a stator assembly 12. At least part of the motor assembly 1A is located inside the connecting portion, and the stator assembly 12 and the connecting portion are fixed to achieve the fixed installation of the motor 1.

[0045] Among them, the connecting part is a cylindrical structure extending along the axial direction of the input shaft 21. The inner end of the connecting part is an open end, and an installation hole is formed inside it for installing the motor assembly 1A.

[0046] Among them, there are various fixed connection methods between the stator assembly 12 and the connecting part. Specifically:

[0047] The stator assembly 12 and the connecting part can be fixed by interference fit. In practice, the inner hole diameter of the connecting part can be smaller than the outer diameter of the stator assembly 12 to ensure the reliable connection between the stator assembly 12 and the connecting part. Of course, the difference between the inner hole diameter of the connecting part and the outer diameter of the stator assembly 12 should be adaptively set according to the actual installation situation to reduce the installation difficulty of the motor assembly 1A while ensuring the reliable connection between the stator assembly 12 and the connecting part.

[0048] The stator assembly 12 and the connecting part can also be fixed by threaded connectors such as screw rods. Specifically, taking the threaded connector as a screw rod as an example, the stator assembly 12 and the connecting part are correspondingly provided with threaded connection holes. The screw rod passes through the threaded connection holes of the connecting part and the stator assembly 12 from outside to inside in sequence and is screwed and fixed to achieve the reliable connection between the stator assembly 12 and the connecting part. At this time, the inner hole diameter of the connecting part can be larger than the outer diameter of the stator assembly 12 to facilitate the insertion of the stator component 12 inside the connecting part.

[0049] In practice, the housing specifically includes two split housings arranged opposite to each other. The two split housings are arranged along the axial direction of the input shaft 21. The two split housings are correspondingly provided with the above-mentioned connecting parts for installing the corresponding motor assembly 1A. During installation, the two split housings are butted along the axial direction of the input shaft 21 and fixed together, so as to encapsulate the reducer body and the motor assembly 1A inside. This split setting method is more convenient for the installation of the electric drive assembly.

[0050] Please continue to refer to Figure 1 , in this embodiment, the motor assembly 1A further includes a rotor assembly 13. The rotor assembly 13 is torsionally connected to the input shaft 21, that is, the rotor assembly 13 and the input shaft 21 are circumferentially limited to rotate synchronously.

[0051] Among them, the connection method between the rotor assembly 13 and the input shaft 21 is not limited. For example, the rotor assembly 13 and the input shaft 21 can be fixed by interference fit and other methods.

[0052] It can be understood that since the traditional electric drive system uses a separate rotor shaft and a gear input shaft, the rotor shaft and the gear input shaft usually adopt a three-bearing support structure or a four-bearing support structure for support. If two motors are set, more bearings are required. And Figure 1It can be seen that in this embodiment, the electric drive structure includes two bearings 22, and both ends of the input shaft 21 are respectively installed on the housing through the corresponding bearings 22.

[0053] Since in this embodiment, the motor shaft 11 and the input shaft 21 are configured as the same shaft, therefore, no matter how many motors are provided in the electric drive structure, only two bearings 22 can ensure the reliable installation of the input shaft 21 or the motor shaft 11. Compared with the traditional structure, the electric drive structure of this embodiment can save the number of bearings, ensure the structural stability of the input shaft 21 or the motor shaft 11, and reduce the manufacturing cost at the same time.

[0054] Please continue to refer to Figure 1 , in this embodiment, the input gear 23 is torsionally connected to the input shaft 21. The input gear 23 is located on the perpendicular bisector L of the input shaft 21, and the two motor assemblies 1A are symmetrically arranged on both sides of the input gear 23.

[0055] In this way, the input shaft 21 is in a force balance state axially, ensuring that the input shaft 21 only rotates axially under the action of the driving force, reducing the possibility of the input shaft 21 generating other movements except axial rotation, improving the NVH performance of the electric drive structure, and effectively improving the riding comfort when the electric drive structure is applied to a whole vehicle.

[0056] Of course, as mentioned above, the number of motors 1 provided in the electric drive structure can also be more than two. At this time, each motor assembly 1A can be arranged symmetrically about the perpendicular bisector L of the input shaft 21.

[0057] Among them, there are various connection methods between the input gear 23 and the input shaft 21. Specifically:

[0058] The input gear 23 and the input shaft 21 can be fixed by interference fit or other methods;

[0059] Or, the input gear 23 and the input shaft 21 adopt spline fit to achieve the circumferential limit of the input gear 23. The electric drive structure further includes two locking nuts. The two locking nuts are sleeved on the input shaft 21 and are screwed and fixed. The two locking nuts are located on both sides of the input gear 23 to achieve the axial limit of the input gear 23, thereby realizing the fixed connection between the input gear 23 and the input shaft 21.

[0060] Please continue to refer to Figure 1 , in this embodiment, the reducer further includes an intermediate shaft 24 and a first gear 25. The first gear 25 is torsionally connected to the intermediate shaft 24, and the first gear 25 meshes with the input gear 23 to realize the transmission connection between the input shaft 21 and the intermediate shaft 24; the reducer further includes a second gear 26 and a differential assembly 27. The second gear 26 is torsionally connected to the intermediate shaft 24, and the second gear 26 meshes with the input gear of the differential assembly 27 to realize the transmission connection between the intermediate shaft 24 and the differential assembly 27.

[0061] From Figure 1 It can be seen that in this embodiment, the input shaft 21, the intermediate shaft 24, and the differential assembly 27 are sequentially distributed in the first direction. The axial directions of the input shaft 21, the intermediate shaft 24, and the differential assembly 27 are defined as the second direction, and the first direction and the second direction are perpendicular to each other.

[0062] When this electric drive structure is applied to a whole vehicle, the first direction is also the front-back direction of the vehicle body. With the above arrangement method, the size of the electric drive structure in the vehicle body width direction can be reduced, which is convenient for the arrangement of the electric drive structure on the whole vehicle.

[0063] Among them, the connection method between the first gear 25 and the intermediate shaft 24, and the connection method between the second gear 26 and the intermediate shaft 24 are similar to the connection method between the input gear 23 and the input shaft 21, so they will not be elaborated here.

[0064] This application also provides a transmission assembly, which includes the aforementioned electric drive structure, and also includes a half shaft for connecting the wheels. The differential assembly 27 of the electric drive structure is connected to the half shaft.

[0065] The transmission assembly of this application includes the aforementioned electric drive structure, so it has the same technical effects as the aforementioned electric drive structure, which will not be elaborated here.

[0066] This application also provides a vehicle, which includes the aforementioned transmission assembly.

[0067] The vehicle of this application includes the aforementioned transmission assembly, so it has the same technical effects as the aforementioned transmission assembly, which will not be elaborated here.

[0068] The above is only the preferred embodiment of this application. It should be noted that for those of ordinary skill in the art of this technology, without departing from the principle of this application, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of this application.

Claims

1. An electric drive structure, characterized in that: The invention comprises a reducer and a plurality of motors (1), wherein the reducer comprises an input shaft (21), and the motors (1) comprise motor shafts (11), wherein the motor shafts (11) of the motors (1) and the input shafts (21) of the reducers are constructed as the same shaft.

2. The electric drive structure according to claim 1, characterized in that: The reducer comprises a reducer housing, and the motor (1) comprises a motor housing, wherein the reducer housing and the motor housing are constructed as the same housing.

3. The electric drive structure according to claim 2, characterized in that: It also includes two bearings (22), and both ends of the input shaft (21) are respectively mounted on the housing via corresponding bearings (22).

4. The electric drive structure according to any one of claims 1 to 3, characterized in that: The motor (1) comprises a motor assembly (1A), and each of the motor assemblies (1A) is arranged symmetrically about a perpendicular midline of the input shaft (21).

5. The electric drive structure according to claim 4, characterized in that: The reducer comprises an input gear (23), the input gear (23) being torsionally connected to the input shaft (21), the input gear (23) being located on the mid-perpendicular line of the input shaft (21), the number of the motors (1) being two, and the two motor assemblies (1A) being symmetrically arranged on both sides of the input gear (23).

6. The electric drive structure according to claim 2, characterized in that: The housing has a connecting portion, the motor (1) comprises a motor assembly (1A), the motor assembly (1A) comprises a stator component (12), the motor assembly (1A) is at least partially located inside the connecting portion, and the stator component (12) and the connecting portion are fixed.

7. The electric drive structure according to claim 6, characterized in that: The stator assembly (12) and the connecting portion are fixed by interference fit.

8. The electric drive structure according to claim 6, characterized in that: It also comprises a threaded connector, through which the stator assembly (12) and the connecting portion are fixed.

9. A transmission assembly, characterized in that: The electric drive structure comprises the electric drive structure according to any one of claims 1 to 8, further comprising a half-shaft for connecting a wheel, wherein a differential assembly (27) of the electric drive structure is connected to the half-shaft.

10. A vehicle, characterized in that: Including the transmission assembly described in claim 9.

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