Portable electric drive axle

Abstract

The utility model provides a portable electric drive axle which is applied to the technical field of electric axles and achieves the purposes of small occupied space and high transmission efficiency by simplifying a transmission structure. The output shaft of the motor is directly connected with the first-stage driven gear, a first-stage driving gear in a traditional scheme is omitted, a transmission link is reduced, and the transmission efficiency can be improved. The second-stage driving gear shaft is arranged in the first-stage driven gear in a penetrating mode and coaxially rotates with the first-stage driven gear, and due to the design, the first-stage driven gear and the second-stage driving gear shaft share one shaft, and space is saved. Meanwhile, due to direct transmission, intermediate links are reduced, and the transmission efficiency is further improved. The second-stage driven gear is connected with the second-stage driving gear shaft to form a second-stage speed reduction device, the final speed reduction process is completed, and power is transmitted to the differential mechanism. Compared with traditional four-stage gear transmission, the two-stage speed reduction structure is simpler and smaller in occupied space.

Description

Technical Field

[0001] The present application relates to the technical field of electric axles, and in particular to a lightweight electric drive axle. Background Art

[0002] The motor output shaft in existing electric axles typically uses a plain shaft, requiring a connecting rubber sleeve for use. It often includes four gears: a driving gear, a primary driven gear, and a secondary reduction gear. For example, Chinese Utility Model Patent Publication No. CN212332293U, titled "An Integrated Two-Deceleration Electric Drive Axle," discloses a primary driving gear connected to the motor output shaft, a primary driven gear meshing with the primary driving gear, a secondary driving gear coaxially connected to the primary driven gear, a secondary driven gear meshing with the secondary driving gear, and a secondary driven gear connected to the differential housing. While this approach achieves a highly integrated assembly process, the four gear transmission connections for speed reduction still pose significant challenges, including large space requirements and low transmission efficiency.

[0003] Therefore, the prior art lacks an electric drive axle that occupies a small space and has high transmission efficiency. Utility Model Content

[0004] The purpose of this application is to provide a lightweight electric drive axle that achieves the goals of small space usage and high transmission efficiency by simplifying the transmission structure. The motor output shaft is directly connected to the first passive gear, eliminating the first active gear in traditional solutions. This reduces a transmission link, saves space, and improves transmission efficiency.

[0005] In the first aspect, the present application provides a lightweight electric drive axle, the technical solution of which is as follows:

[0006] A lightweight electric drive axle includes a motor, a primary passive gear, and a secondary reduction gear connected in a transmission manner;

[0007] The motor at least includes a motor output shaft, and the first-stage passive gear is connected to the motor output shaft;

[0008] The secondary reduction device includes at least a secondary driving gear shaft and a secondary passive gear. The secondary driving gear shaft is arranged in the primary passive gear and rotates coaxially with the primary passive gear. The secondary passive gear is connected to the secondary driving gear shaft to transmit power to the differential.

[0009] This application proposes a lightweight electric drive axle that achieves the goals of minimal space usage and high transmission efficiency by simplifying the transmission structure. The motor output shaft is directly connected to the primary passive gear, eliminating the primary driving gear used in traditional solutions, reducing a transmission link and helping to improve transmission efficiency. The secondary driving gear shaft is inserted into the primary passive gear and rotates coaxially with it. This design allows the primary passive gear and the secondary driving gear shaft to share a common shaft, saving space. Furthermore, the direct transmission eliminates intermediate links, further improving transmission efficiency. The secondary passive gear is connected to the secondary driving gear shaft to form a secondary reduction gear, completing the final reduction process and transmitting power to the differential. This two-stage reduction gear structure is simpler and takes up less space than the traditional four-stage gear transmission. Through this design, the lightweight electric drive axle achieves the goals of simplified structure, space conservation, and improved transmission efficiency. Compared to the four-gear transmission connection solution mentioned in the background art, this solution reduces the number of gears and simplifies the transmission path, effectively solving the problems of large space usage and low transmission efficiency.

[0010] Furthermore, the motor output shaft is provided with helical teeth meshing with the first-stage passive gear; and the second-stage active gear shaft is provided with helical teeth meshing with the second-stage passive gear.

[0011] This application proposes a lightweight electric drive axle in which helical teeth on the motor output shaft mesh with the primary driven gear, enabling smoother and more efficient power transmission. The helical tooth structure increases the contact area between the gears, reduces noise and vibration, and improves transmission efficiency. The helical teeth on the secondary active gear shaft mesh with the secondary driven gear, further enabling smooth power transmission and reduction. The use of the helical tooth structure in the secondary reduction gear ensures the stability and reliability of the entire transmission system.

[0012] Furthermore, the first-stage passive gear and the second-stage passive gear are helical gears.

[0013] This application proposes a lightweight electric drive axle that uses helical gears as the primary and secondary passive gears, significantly improving transmission efficiency and stability. Compared to spur gears, helical gears have a larger contact area and smoother meshing, reducing vibration and noise and improving transmission smoothness. Furthermore, helical gears can withstand greater loads, enhancing the durability and reliability of the entire drive system.

[0014] Furthermore, a first bearing is sleeved on the secondary driving gear shaft to make the secondary driving gear shaft run more stably.

[0015] This application proposes a lightweight electric drive axle that improves the operational stability of the secondary drive pinion by providing a first bearing sleeved on the secondary drive pinion. The first bearing supports the secondary drive pinion, reducing its swing and vibration during rotation, thereby ensuring accurate gear meshing and smooth transmission.

[0016] Furthermore, it also includes a differential and output shafts connected to both ends of the differential, wherein the output shafts include at least a long output shaft, a short output shaft and a shaft sleeve; the secondary driven gear is arranged on the differential, and the two ends of the output shaft are used to connect to the wheels, so that the power output by the motor is transmitted to the wheels through the secondary reduction device and the differential.

[0017] Furthermore, it also includes a case for installing the differential, the case includes a front cover and a rear cover, the front cover and the rear cover are fixed by screws, and a cavity for installing the differential is formed in the middle.

[0018] Furthermore, the box front cover and the box rear cover are provided with through holes for passing the output shaft.

[0019] Furthermore, a second bearing is provided at the through hole to enable the output shaft to be more stably connected to the differential.

[0020] Furthermore, the motor is also connected to a brake, and the brake is arranged at an end away from the first-stage passive gear.

[0021] Furthermore, a brake dust cover is connected to the motor, and the brake dust cover is fixed to the housing of the motor through a buckle, and is used to cover the brake.

[0022] As can be seen from the above, the lightweight electric drive axle provided by this application achieves the goals of small space usage and high transmission efficiency by simplifying the transmission structure. The motor output shaft is directly connected to the first-stage passive gear, eliminating the first-stage driving gear in traditional solutions, reducing a transmission link and helping to improve transmission efficiency. The second-stage driving gear shaft is installed in the first-stage passive gear and rotates coaxially with it. This design allows the first-stage passive gear and the second-stage driving gear shaft to share a common shaft, saving space. At the same time, due to the direct transmission, the intermediate links are eliminated, further improving transmission efficiency. The second-stage passive gear is connected to the second-stage driving gear shaft to form a second-stage reduction gear, which completes the final reduction process and transmits power to the differential. This two-stage reduction gear structure is simpler and takes up less space than the traditional four-stage gear transmission. Through this design, the lightweight electric drive axle achieves the goals of simplified structure, space saving, and improved transmission efficiency. Compared with the four-gear transmission connection solution mentioned in the background art, this solution reduces the number of gears and simplifies the transmission path, effectively solving the problems of large space usage and low transmission efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A three-dimensional diagram of a lightweight electric drive axle provided in this application.

[0024] Figure 2 A cross-sectional view of a lightweight electric drive axle provided in this application.

[0025] In the figure: 1. Motor; 2. First-stage passive gear; 3. Second-stage driving gear shaft; 4. Second-stage passive gear; 5. Differential; 6. First bearing; 7. Second bearing; 8. Output shaft; 81. Long output shaft; 82. Short output shaft; 11. Brake; 12. Brake dust cover; 9. Box front cover; 10. Box rear cover; 13. Motor output shaft. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and marked in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work fall within the scope of protection of the present application.

[0027] It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. At the same time, in the description of this application, the terms "first, second, third" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0028] In the existing technology, the traditional system of the electric drive axle often requires a combination of four gears for transmission. This complex transmission chain not only increases the volume and efficiency of the entire drive axle, but also leads to a decrease in transmission efficiency.

[0029] To solve the above problems, please refer to Figures 1 to 2 , this application proposes a lightweight electric drive axle, the technical solution is as follows:

[0030] A lightweight electric drive axle, comprising a motor 1, a primary driven gear 2 and a secondary reduction gear connected in a transmission manner;

[0031] The motor 1 at least includes a motor output shaft 13, and the first-stage passive gear 2 is connected to the motor output shaft 13;

[0032] The secondary reduction device includes at least a secondary driving gear shaft 3 and a secondary passive gear 4. The secondary driving gear shaft 3 is arranged in the primary passive gear 2. The primary passive gear 2 rotates coaxially. The secondary passive gear 4 is connected to the secondary driving gear shaft 3 to transmit power to the differential 5.

[0033] Among them, the electric drive axle proposed in this application includes a transmission-connected motor 1, a primary passive gear 2 and a secondary reduction device. The motor output shaft 13 is directly connected to the primary passive gear 2, eliminating the primary driving gear in the traditional solution. The secondary reduction device includes a secondary driving gear shaft 3 and a secondary passive gear 4, wherein the secondary driving gear shaft 3 is passed through the primary passive gear 2 and rotates coaxially with the primary passive gear 2. The secondary passive gear 4 is connected to the secondary driving gear shaft 3 to complete the final deceleration process and transmit power to the differential 5. The principle of achieving secondary deceleration in this structure is: the primary passive gear 2 is engaged with the motor output shaft 13 to achieve primary deceleration, the secondary driving gear shaft 3 is passed through the primary passive gear 2 and rotates coaxially with the primary passive gear 2, the secondary passive gear 4 is engaged with the secondary driving gear shaft 3, and power is transmitted to the secondary passive gear 4, thereby achieving the second stage deceleration.

[0034] This solution achieves the goals of small space occupation and high transmission efficiency by simplifying the transmission structure. The motor output shaft 13 is directly connected to the first-stage passive gear 2, reducing one transmission link and improving transmission efficiency. The second-stage active gear shaft 3 is inserted into the first-stage passive gear 2 and rotates coaxially with it. This design not only saves space but also further improves efficiency through direct transmission. The connection between the second-stage passive gear 4 and the second-stage active gear shaft 3 forms a simple two-stage reduction gear, which is more compact than the traditional four-stage gear transmission.

[0035] In some specific embodiments, a tooth profile can be directly machined onto the motor output shaft 13 to mesh with the primary passive gear 2. The secondary active gear shaft 3, inserted into the primary passive gear 2, can be supported by bearings to ensure stable rotation of the secondary active gear shaft 3 along with the primary passive gear 2. The connection between the secondary active gear shaft 3 and the secondary passive gear 4 can also be achieved by directly machining a tooth profile onto the secondary active gear shaft 3 to mesh with the secondary passive gear 4. The connection between the secondary passive gear 4 and the differential 5 can be achieved via a flange or other appropriate connection structure to ensure smooth power transmission to the wheels.

[0036] The lightweight electric drive axle proposed in this application achieves the goals of structural simplification, space conservation, and improved transmission efficiency. Compared to traditional four-gear transmission connection solutions, this solution reduces the number of gears and simplifies the transmission path, effectively addressing the issues of large space requirements and low transmission efficiency. This design not only offers a high level of integration, facilitating overall assembly and maintenance, but also offers the added advantages of reduced costs and improved reliability by reducing the number of components and simplifying the structure.

[0037] Furthermore, the motor output shaft 13 is provided with helical teeth meshing with the first-stage passive gear 2 ; the second-stage active gear shaft 3 is provided with helical teeth meshing with the second-stage passive gear 4 .

[0038] Among them, the helical teeth provided on the motor output shaft 13 are engaged with the primary passive gear 2, which can achieve smoother and more efficient power transmission. The helical tooth structure can increase the contact area between the gears, reduce noise and vibration, and improve transmission efficiency. The helical teeth provided on the secondary active gear shaft 3 are engaged with the secondary passive gear 4, further achieving smooth power transmission and deceleration. The application of the helical tooth structure in the secondary reduction device can ensure the stability and reliability of the entire transmission system. By adopting the helical tooth structure on the motor output shaft 13 and the secondary active gear shaft 3, the lightweight electric drive axle achieves more efficient power transmission and deceleration effects. The use of the helical tooth structure not only improves the transmission efficiency, but also reduces the operating noise and enhances the stability and durability of the entire drive system.

[0039] Furthermore, the first-stage passive gear 2 is a helical gear, and the second-stage passive gear 4 is a helical gear.

[0040] Among them, the use of helical gears as the first-stage passive gear 2 and the second-stage passive gear 4 can significantly improve the transmission efficiency and stability. Compared with straight-tooth gears, helical gears have a larger contact area and a smoother meshing process, which can reduce vibration and noise and improve the smoothness of the transmission. At the same time, helical gears can withstand greater loads, enhancing the durability and reliability of the entire drive system. By arranging helical teeth that mesh with helical gears on the motor output shaft 13 and the second-stage active gear shaft 3, a complete helical gear transmission system is formed. This design not only improves the transmission efficiency, but also better disperses the load, reduces gear wear, and extends the service life. The application of the helical gear transmission system makes the entire lightweight electric drive axle more stable and quiet during operation, while having higher power transmission capacity and longer service life. In addition, the use of helical gears can also reduce the axial size of the gears to a certain extent, which helps to achieve a lightweight design of the drive axle.

[0041] Furthermore, a first bearing 6 is sleeved on the secondary driving gear shaft 3 to make the secondary driving gear shaft 3 run more stably.

[0042] Among them, the first bearing 6 is sleeved on the secondary active gear shaft 3 to improve the operating stability of the secondary active gear shaft 3. The first bearing 6 can support the secondary active gear shaft 3 and reduce its swing and vibration during rotation, thereby ensuring the accuracy of gear meshing and the smoothness of transmission. By sleeved on the secondary active gear shaft 3, the problem of unstable operation of the secondary active gear shaft 3 can be effectively solved. This design can not only reduce the wear between the gears and extend the service life of the transmission system, but also improve the transmission efficiency and reduce energy loss. In addition, stable operation can also reduce noise and vibration, and improve the overall performance and reliability of the drive axle.

[0043] In some specific embodiments, the first bearing 6 can be of various types, such as deep groove ball bearings, tapered roller bearings, or needle roller bearings. The appropriate bearing type can be selected based on the specific load conditions and operating environment. The bearings can be installed at either end of the secondary active gear shaft 3, or support can be added in the middle as needed. To further improve stability, paired bearings can be used to form a bearing set to better withstand axial and radial loads.

[0044] The first bearing 6 can be installed in an interference fit or a sliding fit, and the specific selection needs to consider the convenience of installation and maintenance. The first bearing 6 can use a sealing ring or an oil seal structure to prevent lubricating oil leakage and external impurities from entering.

[0045] Furthermore, it also includes a differential 5 and an output shaft 8 connected to both ends of the differential 5, the output shaft 8 at least including a long output shaft 81, a short output shaft 82 and a shaft sleeve 83; the secondary driven gear 4 is arranged on the differential 5, and the two ends of the output shaft 8 are used to connect to the wheels, so that the power output by the motor 1 is transmitted to the wheels through the secondary reduction device and the differential 5.

[0046] This solution effectively transmits power from motor 1 to the wheels by providing a differential 5 and output shaft 8. The differential 5 connects the secondary driven gear 4 and the output shaft 8, playing a key role in power transmission. The secondary driven gear 4, mounted on the differential 5, transmits power from the secondary reduction gear directly to the differential 5. The output shaft 8, consisting of a long output shaft 81, a short output shaft 82, and a bushing 83, is connected to each end of the differential 5 and serves to connect to the wheels, ensuring even power distribution to both left and right wheels. The length of the bushing 83 adjusts the wheelbase to accommodate varying wheelbases, thereby enhancing the adaptability of the electric drive axle. This design allows the power output of motor 1 to pass through the secondary reduction gear, then through the differential 5 to the output shaft 8, ultimately delivering it to the wheels. The introduction of the differential 5 not only ensures power distribution but also allows the left and right wheels to rotate at different speeds when cornering, improving vehicle handling and stability. The different lengths of the output shafts accommodate varying installation spaces, increasing the adaptability of the drive axle. In the present application, the differential 5 may adopt various structural forms, such as a planetary gear type, a bevel gear type, or a worm gear type differential 5 .

[0047] Furthermore, it also includes a box for installing the differential 5, the box includes a box front cover 9 and a box rear cover 10, the box front cover 9 and the box rear cover 10 are fixed by screws, and a cavity for installing the differential 5 is formed in the middle.

[0048] Among them, the box body is composed of a front cover and a rear cover, which are fixed together by screws to form a closed cavity for installing the differential 5. The box structure provides an independent installation space for the differential 5, which can effectively protect the differential 5, prevent it from being affected by the external environment, and extend the service life of the differential 5. The design of the front cover and the rear cover being fixed by screws makes it easy to disassemble and assemble the box body, which is convenient for the installation, maintenance and replacement of the differential 5, and improves the maintainability of the entire drive axle. In addition, the closed box structure can also play the role of storing lubricating oil, providing a good lubrication environment for the differential 5, reducing friction loss, and improving transmission efficiency. The introduction of the box structure enhances the structural stability of the entire drive axle, can better withstand and disperse various stresses and vibrations generated during operation, and improves the reliability and durability of the entire drive system.

[0049] Furthermore, through holes for passing the output shaft 8 are provided on the front cover 9 and the rear cover 10 of the box body.

[0050] Specifically, the through-holes provided in the front cover 9 and rear cover 10 for receiving the output shaft 8 solve the problem of output shaft 8 installation. These through-holes provide a passage for the output shaft 8 to pass through the housing, allowing it to connect to the differential 5 and extend outside the housing. The through-holes in the front cover 9 and rear cover achieve the following technical benefits: providing stable support and positioning for the output shaft 8, facilitating installation and removal of the output shaft 8, maintaining the sealing of the housing interior, and making the entire drive axle structure more compact and lightweight. In some specific embodiments, the through-holes provided in the front cover 9 and rear cover 10 can adopt a variety of shapes and sizes. Typically, these through-holes are circular, with a diameter slightly larger than that of the output shaft 8, to facilitate installation and removal of the output shaft 8. The edges of the through-holes can be designed as smooth arcs to reduce wear on the output shaft 8. In some embodiments, the inner walls of the through-holes can be provided with sealing ring grooves for receiving sealing rings to further improve sealing performance.

[0051] Furthermore, a second bearing 7 is provided at the through hole to enable the output shaft 8 to be more stably connected to the differential 5 .

[0052] The second bearing 7 provides additional support and guidance for the output shaft 8, reducing vibration and deflection of the output shaft 8 during operation. This design not only extends the service life of the output shaft 8 and the differential 5, but also improves the operating efficiency and reliability of the entire drive system.

[0053] Furthermore, the motor 1 is connected to a brake 11 , which is arranged at an end away from the first-stage passive gear 2 .

[0054] Among them, the lightweight electric drive axle realizes the braking function by connecting the brake 11 to the motor 1. The brake 11 is arranged at one end away from the first-stage passive gear 2. This arrangement is conducive to maintaining the compactness of the overall structure. The brake 11 is directly connected to the motor 1 and can achieve braking at the motor output shaft 13, thereby effectively controlling the movement of the entire drive system. This design simplifies the structure of the braking system, reduces additional transmission components, and improves braking efficiency and reliability. Setting the brake 11 at one end away from the first-stage passive gear 2 can avoid interference with other components of the transmission system and facilitate installation and maintenance. At the same time, this layout is also conducive to heat dissipation, which can prevent the heat generated during braking from affecting the normal operation of the transmission system.

[0055] Furthermore, a brake dust cover 12 is connected to the motor 1 , and the brake dust cover 12 is fixed to the housing of the motor 1 by snaps, and is used to cover the brake 11 .

[0056] The brake 11 is protected by attaching a brake dust cover 12 to the motor 1. Brake dust cover 12 is positioned outside the brake 11, effectively preventing dust and other external contaminants from contacting the brake 11. Brake dust cover 12 is secured to the motor 1 housing using a snap-fit ​​mechanism, making installation and removal easy and convenient for maintenance and overhaul. This design effectively protects the brake 11 from external contaminants such as dust, extending the service life of the brake 11 and improving the reliability and durability of the entire drive axle system. Furthermore, the snap-fit ​​mechanism facilitates routine maintenance and overhaul, improving the maintainability of the system. This simple yet effective protective measure significantly improves the protective performance and service life of the brake 11 without increasing system complexity. The snap-fit ​​mechanism can employ a variety of designs, such as spring clips, rotating clips, or quick-release clips. All of these snap-fit ​​mechanisms enable quick connection and removal of the dust cover from the motor 1 housing. For example, multiple elastic claws can be provided on the edge of the dust cover, which engage with corresponding grooves or protrusions on the motor 1 housing to achieve a secure fixation. At the same time, this design also makes it easy for maintenance personnel to quickly disassemble the dust cover when they need to inspect or repair the brake 11.

[0057] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. Persons skilled in the art will readily appreciate that the present application may be modified and altered in various ways. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A lightweight electric drive axle, characterized in that: It comprises a transmission-connected motor (1), a first-stage passive gear (2), and a second-stage reduction gear; The motor (1) comprises at least a motor output shaft (13), and the first-stage passive gear (2) is connected to the motor output shaft (13); The secondary reduction device comprises at least a secondary driving gear shaft (3) and a secondary passive gear (4); the secondary driving gear shaft (3) is arranged in the primary passive gear (2) and rotates coaxially with the primary passive gear (2); the secondary passive gear (4) is connected to the secondary driving gear shaft (3) to transmit power to the differential (5).

2. A lightweight electric drive axle according to claim 1, characterized in that: The motor output shaft (13) is provided with helical teeth meshing with the first-stage passive gear (2); and the second-stage active gear shaft (3) is provided with helical teeth meshing with the second-stage passive gear (4).

3. A lightweight electric drive axle according to claim 2, characterized in that: The first-stage passive gear (2) is a helical gear, and the second-stage passive gear (4) is a helical gear.

4. The lightweight electric drive axle according to claim 1, characterized in that: The secondary active gear shaft (3) is sleeved with a first bearing (6) to enable the secondary active gear shaft (3) to operate more stably.

5. The lightweight electric drive axle according to claim 1, characterized in that: The invention also includes a differential (5) and output shafts (8) respectively connected to both ends of the differential (5), wherein the output shaft (8) at least includes a long output shaft (81), a short output shaft (82) and a shaft sleeve (83); the secondary driven gear (4) is arranged on the differential (5), and the two ends of the output shaft (8) are used to connect to wheels, so that the power output by the motor (1) is transmitted to the wheels through the secondary reduction device and the differential (5).

6. The lightweight electric drive axle according to claim 5, characterized in that: The invention also includes a case for installing the differential (5), wherein the case includes a case front cover (9) and a case rear cover (10), wherein the case front cover (9) and the case rear cover (10) are fixed by screws, and a cavity for installing the differential (5) is formed in the middle.

7. The lightweight electric drive axle according to claim 6, characterized in that: The box front cover (9) and the box rear cover (10) are provided with through holes for passing the output shaft (8).

8. The lightweight electric drive axle according to claim 7, characterized in that: A second bearing (7) is provided at the through hole to enable the output shaft (8) to be more stably connected to the differential (5).

9. The lightweight electric drive axle according to claim 1, characterized in that: The motor (1) is also connected to a brake (11), and the brake (11) is arranged at an end away from the first-stage passive gear (2).

10. The lightweight electric drive axle according to claim 9, characterized in that: The motor (1) is also connected to a brake dust cover (12), which is fixed to the housing of the motor (1) via a snap fastener and is used to cover the brake (11).

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