Power assembly, movable joint shaft and vehicle

Abstract

The utility model provides a power assembly, a movable joint shaft and a vehicle. A shell of the power assembly comprises a speed reducer containing cavity and a bearing hole. The reducer containing cavity is used for containing a gear set of a reducer in a power assembly, the bearing hole is used for fixing an outer ring of a bearing, and an inner ring of the bearing is used for fixing an output shaft of the reducer. The gear set is used for receiving driving of a driving motor in the power assembly to drive the output shaft to rotate, and the output shaft is used for driving wheels through a half shaft. The output shaft comprises a shaft hole, a half shaft is embedded in the shaft hole, the hole wall of the shaft hole comprises a spline section and a spigot section, the diameter of the spline section is larger than that of the spigot section, and the spigot section is communicated with a hole opening of the shaft hole through the spline section in the axial direction of the output shaft. The structure of the power assembly and the structure of the movable joint shaft are improved, the meshing of one section of the output shaft and one section of the half shaft is reduced, the limiting structure size is achieved, and the internal space of a vehicle is saved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a powertrain, a sliding joint axle, and a vehicle. Background Technology

[0002] The powertrain drives the vehicle's wheels via half-shafts. The powertrain's output shaft meshes with a section of the half-shaft and uses radial restraint to reduce vibration and improve NVH performance. To save interior space, the structural dimensions of the meshing and restraint mechanism between the output shaft and the half-shaft need to be minimized. Utility Model Content

[0003] This application provides a powertrain, a sliding joint, and a vehicle. By improving the structure of the powertrain and the sliding joint shaft respectively, the structural dimensions of the meshing and limiting structure between the output shaft and the half shaft are reduced, thereby saving interior space in the vehicle.

[0004] In a first aspect, this application provides a powertrain. The powertrain housing includes a reducer housing and a bearing bore. The reducer housing accommodates a gear set of a reducer in the powertrain, the bearing bore secures the outer ring of a bearing, and the inner ring of the bearing secures the output shaft of the reducer. The gear set receives drive from a drive motor in the powertrain to rotate the output shaft, which drives a wheel via a half-shaft. The output shaft includes a shaft bore for embedding a half-shaft section. The bore wall includes a splined section and a stop section, the diameter of the splined section being larger than the diameter of the stop section. Along the axial direction of the output shaft, the stop section communicates with the opening of the shaft bore through the splined section.

[0005] The powertrain provided in this application houses a gear set and a fixed bearing of a reducer within a housing. The bearing supports the output shaft of the reducer. The reducer receives drive from the drive motor via the gear set and drives the output shaft to rotate, thereby driving the wheels. The output shaft of this powertrain transmits driving force by nesting a half-shaft within a shaft hole. The wall of the shaft hole is radially engaged with the half-shaft via a spline segment. Along the axial direction of the output shaft, the spline segment includes a stop segment on the side away from the shaft hole opening. The shaft hole wall also radially limits the half-shaft via the stop segment, thereby reducing relative vibration during the rotation of the half-shaft by the spline segment and improving NVH performance.

[0006] Because the stop section is located on the side of the spline section facing the bottom of the shaft hole, the powertrain provided in this application can utilize part of the space in the reducer housing to achieve radial limiting of a section of the half-shaft, thereby shortening the length of the output shaft extending axially from the powertrain housing and simultaneously shortening the axial length of the half-shaft. Furthermore, the diameter of the stop section is smaller than the diameter of the spline section, facilitating the machining of the spline section and allowing the end of the half-shaft to pass through the spline section and engage with the stop section to form a limiting position. The powertrain provided in this application, by improving the structure of the output shaft, reduces the structural dimensions of the output shaft mating with the half-shaft, thereby saving interior space in the vehicle.

[0007] In one implementation, the output shaft includes a first section and a second section connected together. The first section is located within the reducer housing, and the second section passes through a bearing and partially extends out of the housing. The diameter of the first section is larger than the diameter of the second section. Along the axial direction of the output shaft, the length of the first section is shorter than the length of the second section.

[0008] In this implementation, the output shaft receives the driving force of the gear set of the reducer better through a first section with a larger diameter, and the output shaft is also fixed to the inner ring of the bearing through a second section with a smaller diameter. The second section extends out of the bearing and mates with a half-shaft. The longer length of the second section increases the mating area between the splined section and the stop section and the half-shaft, ensuring the reliability of transmission and limiting.

[0009] In one implementation, along the axial direction of the output shaft, the outer wall of the housing includes an annular protrusion for spacing around a portion of the output shaft extending out of the housing. An oil seal is embedded between the inner circumferential surface of the annular protrusion and the outer circumferential surface of the portion of the output shaft extending out of the housing. The oil seal is used to abut against the outer circumferential surface of the portion of the output shaft extending out of the housing.

[0010] In this implementation, gaps exist between the bearing and the bearing bore, inside the bearing, and between the bearing and the output shaft, which may cause lubricating oil in the reducer housing to leak out through these gaps. By utilizing the axial length of the output shaft and a section of the half-shaft, the powertrain provided in this application seals the reducer housing of the housing by having an oil seal fixed to the outside of the housing fit against the outer circumferential surface of the second section of the output shaft extending out of the bearing, thereby improving the reliability of the powertrain.

[0011] In one implementation, along the axial direction of the output shaft, the length of the annular protrusion is greater than or equal to the length of the output shaft extending out of the bearing.

[0012] In this implementation, by limiting the length of the output shaft extending out of the bearing, the annular protrusion can be used to create a protective effect on the output shaft, so that the powertrain provided by this application can better protect the output shaft from external impacts during transportation, assembly and maintenance.

[0013] In one implementation, the diameter of the first segment is larger than the diameter of the bearing bore. The reducer includes a thrust bearing. Along the axial direction of the output shaft, the thrust bearing includes two opposing bearing contact surfaces, one of which abuts against the inner wall of the housing, and the other of which abuts against the first segment.

[0014] In this implementation, by utilizing the larger diameter of the first section of the output shaft that mates with the gear set, the powertrain provided in this application abuts against the inner wall of the housing and the first section through a thrust bearing, thereby limiting the output shaft along the axial direction and preventing friction between the larger diameter of the first section and the inner wall of the housing.

[0015] In one implementation, the gear set includes a planetary gear train. The first section includes multiple shaft holes that are spaced apart circumferentially along the output shaft. Each shaft hole is used to fix a gear shaft, and each gear shaft is used to support a planet gear in the planetary gear train.

[0016] In this implementation, by utilizing the larger diameter of the first section of the output shaft that mates with the gear set, the powertrain provided in this application forms multiple shaft holes on the first section, with each shaft hole supporting a planetary gear via a gear shaft. Planetary gear trains are characterized by their small size and large reduction ratio, which is beneficial for the miniaturization of the powertrain provided in this application.

[0017] In other words, the powertrain provided in this application integrates the planetary carrier of the planetary gear train into the first section of the output shaft, reducing the overall size of the reducer and facilitating the miniaturization of the powertrain.

[0018] In one implementation, the planetary gear train includes a sun gear arranged axially along the output shaft on a second section away from the bearing. The sun gear meshes with each of the planet gears. The output shaft includes a third section connected to the second section via a first section. The third section extends axially into the inner bore of the sun gear. A gap between the third section and the inner bore of the sun gear, along the radial direction of the output shaft, is used to embed another bearing.

[0019] In this implementation, the output shaft extends into the inner hole of the sun gear through a third section and is supported in the inner hole of the sun gear by another bearing. Because the output shaft is fixed to the bearing hole of the housing by one bearing, the sun gear of the planetary gear train can be supported by another bearing, ensuring that the gear set of the reducer is reliably positioned within the reducer housing cavity. The structure is also relatively compact, which is beneficial for the miniaturization of the powertrain.

[0020] In one implementation, along the axial direction of the output shaft, the length of the shaft hole is greater than the length of the second segment but less than the sum of the lengths of the first and second segments.

[0021] In this implementation, the shaft hole extends along the axial direction of the output shaft into the first section of the output shaft, thereby effectively utilizing the total length of the output shaft to form a spline section and a stop section respectively, ensuring the reliability of the transmission connection and radial limiting between the shaft hole and the first half shaft respectively.

[0022] In one implementation, along the axial direction of the output shaft, the length of the bearing is less than the length of the spline section but greater than the length of the stop section.

[0023] In this implementation, the spline segment is relatively long, and the axial spline segment along the output shaft coincides with the bearing portion, which can improve the torque carrying capacity of the spline segment meshing with a half-shaft. The stop segment is used to form a radial limit on a half-shaft. Setting the length of the stop segment to be small will not affect the limiting effect of the stop segment, which is beneficial to controlling the overall axial length of the output shaft.

[0024] In one implementation, the bore wall of the shaft hole includes a connecting section, and a stop section is used to connect the connecting section to the spline section. The diameter of the connecting section is greater than the diameter of the stop section and less than or equal to the diameter of the spline section. The connecting section includes an annular groove for embedding an annular retaining ring to limit the displacement of a segment of the half-shaft.

[0025] In this implementation, the bore wall of the shaft hole accommodates an annular retaining ring via a connecting section, thereby limiting the axial displacement of a section of the half-shaft relative to the shaft hole. The half-shaft can reliably engage with both the spline section and the stop section, ensuring meshing transmission and radial limiting effects between the half-shaft and the output shaft.

[0026] Secondly, this application provides a movable joint shaft, which includes a first transmission section, an intermediate cylindrical section, and a second transmission section connected sequentially along the axial direction. The first transmission section includes a spline and is used to be embedded in the output shaft hole of a powertrain. The second transmission section includes a universal joint receiving groove and is used to accommodate a universal joint and to drive a lever to drive a wheel via the universal joint. Along the axial direction of the movable joint shaft, the length of the intermediate cylindrical section is less than the length of the first transmission section and less than the length of the second transmission section.

[0027] In this implementation, the movable joint axle transmits power to the powertrain and universal joint via two transmission sections, thereby transferring the driving force of the powertrain to the wheels. The first transmission section of the movable joint axle can be understood as the half-shaft mentioned in the first aspect of this application. The first transmission section is connected to the powertrain via a splined section embedded in the output shaft hole. On the side of the first transmission section facing the second transmission section, the structure for limiting the movable joint axle's connection to the powertrain is omitted. A shorter intermediate cylindrical section can connect the first and second transmission sections, thereby reducing the overall axial dimension of the movable joint axle and saving interior space in the vehicle.

[0028] In one implementation, the first transmission section further includes two cylindrical sections, one of which has a smaller diameter than the other. One cylindrical section is used to connect to a spline via the other cylindrical section, and the two cylindrical sections are used to connect an intermediate cylindrical section via the spline. The diameter of the other cylindrical section is less than or equal to the diameter of the spline. The outer circumferential surface of the other cylindrical section includes an annular groove for embedding an annular retaining ring.

[0029] In this implementation, the movable joint shaft is radially limited by embedding a section of the smaller diameter cylinder into the shaft hole of the powertrain output shaft, and axially limited by embedding a ring retaining ring into a section of the larger diameter cylinder. The two sections of cylinder cooperate to ensure the meshing transmission between a section of spline and the shaft hole of the output shaft, and improve NVH performance.

[0030] In one implementation, the movable joint shaft includes a mudguard ring, the inner ring of which is fixed to the intermediate cylindrical section, and the outer ring of which is used to space around the intermediate cylindrical section and extend toward a spline.

[0031] In this implementation, a mudguard ring is fixed to the moving joint shaft via a central cylindrical section to protect the powertrain's oil seals. The outer ring of the mudguard ring surrounds the oil seals. Because of the reliable limiting between the moving joint shaft and the output shaft, the axial overlap between the mudguard ring and the oil seals, and the axial clearance between the mudguard ring and the housing, are limited. This ensures reliable protection of the oil seals while preventing interference between the mudguard ring and the powertrain housing.

[0032] Thirdly, this application provides a vehicle, which includes wheels, half-shafts, and a powertrain provided in the first aspect of this application. The powertrain is used to drive the wheels to rotate via the half-shafts. The half-shafts include a movable joint shaft provided in the second aspect of this application, and a first transmission section of the movable joint shaft is used to be embedded in the shaft hole of the output shaft of the powertrain.

[0033] The vehicle provided in this application has a first transmission section in which the output shaft of the powertrain is nested within the half-shaft and moves a joint shaft. The shaft hole of the output shaft includes a spline section for engaging with the first transmission section and a stop section for abutting against the first transmission section, which can improve the vehicle's NVH performance and save interior space while effectively transmitting the powertrain driving force.

[0034] In one implementation, a cylindrical section of the locating shaft is embedded in a stop section of the output shaft, and a spline section of the locating shaft is used for meshing and transmission with a spline section of the output shaft. The radial clearance between the cylindrical section and the stop section is smaller than the radial clearance between the spline section and the spline section.

[0035] In this implementation, the radial clearance between a cylindrical section and the stop section is smaller, which can reliably limit the radial runout of the moving joint shaft through the stop section and avoid interference between a spline section and the spline section of the shaft hole.

[0036] One implementation involves a cylindrical section along the output shaft with a length greater than the length of the stop section, and a spline section with a length greater than or equal to the length of the spline section.

[0037] In this implementation, because the diameter of the stop section is small, a stepped surface is formed on the side of the stop section facing the shaft hole. Setting the axial length of a cylindrical section to be greater than the axial length of the stop section allows the spline section or another cylindrical section to form a gap with the stepped surface along the axial direction of the output shaft, avoiding wear caused by mutual contact. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0039] Figure 1 This is a schematic diagram of the exterior structure of a vehicle provided in one embodiment of this application;

[0040] Figure 2 This is a partial structural schematic diagram of a vehicle provided in one embodiment of this application;

[0041] Figure 3 This is a partial cross-sectional structural diagram of a vehicle provided in one embodiment of this application;

[0042] Figure 4 This is a partially exploded structural diagram of the powertrain provided in one embodiment of this application;

[0043] Figure 5 This is a cross-sectional structural schematic diagram of the powertrain provided in one embodiment of this application;

[0044] Figure 6 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0045] Figure 7 This is a partial structural schematic diagram of the powertrain provided in one embodiment of this application;

[0046] Figure 8 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0047] Figure 9 This is a schematic diagram of the structural dimensions of the powertrain provided in one embodiment of this application;

[0048] Figure 10This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0049] Figure 11 This is a partial structural schematic diagram of the powertrain provided in one embodiment of this application;

[0050] Figure 12 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0051] Figure 13 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0052] Figure 14 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0053] Figure 15 This is a partially exploded structural diagram of the powertrain provided in one embodiment of this application;

[0054] Figure 16 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0055] Figure 17 This is a partial structural schematic diagram of the powertrain provided in one embodiment of this application;

[0056] Figure 18 This is a partial structural schematic diagram of the powertrain provided in one embodiment of this application;

[0057] Figure 19 This is a partial structural schematic diagram of the powertrain provided in one embodiment of this application;

[0058] Figure 20 This is a partially exploded structural diagram of the powertrain provided in one embodiment of this application;

[0059] Figure 21 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application;

[0060] Figure 22 This is a schematic diagram of the structure of the movable joint shaft provided in one embodiment of this application;

[0061] Figure 23 This is a cross-sectional structural schematic diagram of the powertrain provided in one embodiment of this application;

[0062] Figure 24 This is a partial cross-sectional structural diagram of the powertrain provided in one embodiment of this application.

[0063] Reference numerals: 1000-Vehicle; 1001-Wheel; 1002-Frame; 1003-Power Battery; 500-Half Shaft; 501-Fixed Joint; 5011-First Universal Joint; 502-Connecting Rod; 5021-Sheet; 200-Sliding Joint; 200a-Sliding Joint Shaft; 201-First Transmission Section; 2011-Spline; 2012-First Cylindrical Section; 2013-Second Cylindrical Section; 2014-Second Annular Groove; 202-Intermediate Cylindrical Section; 203-Second Transmission Section; 2031-Universal Joint Receiving Groove; 2032-Second Universal Joint; 204-Mudguard Ring; 205-Second Step Surface; 206-Third Step Surface; 2041-Inner Cylinder; 2042-Side Wall; 2043-Outer Cylinder; 100-Powertrain; 10-Housing; 11-Reducer Receiving Cavity; 12-First bearing hole; 13-Annular protrusion; 20-Drive motor; 21-Motor shaft; 30-Reducer; 31-Gear set; 311-Sun gear; 3111-Inner hole; 312-Planet gear; 313-Gear shaft; 32-Output shaft; 321-First shaft hole; 322-Hole opening; 323-Hole bottom; 324-Spline section; 325-Stop section; 326-First section; 3261-Second shaft hole; 327-Second section; 328-Third section; 329-Connecting section; 3291-First annular groove; 33-First stepped surface; 40-First bearing; 41-Outer ring; 42-Inner ring; 50-Oil seal; 51-Fixing ring; 511-First end face; 512-Second end face; 52-Sealing surface; 60-Thrust bearing; 70-Annular retaining ring; 80-Second bearing. Detailed Implementation

[0064] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0065] NVH is an abbreviation for Noise, Vibration, and Harshness, which refers to noise, vibration, and acoustic roughness.

[0066] This application provides a powertrain, the housing of which includes a reducer housing and a bearing bore. The reducer housing accommodates a gear set of the reducer in the powertrain, the bearing bore secures the outer ring of a bearing, and the inner ring of the bearing secures the output shaft of the reducer. The gear set receives drive from a drive motor in the powertrain to rotate the output shaft, which drives a wheel via a half-shaft. The output shaft includes a shaft bore for embedding a section of the half-shaft. The bore wall includes a splined section and a stop section, the diameter of which is larger than the diameter of the stop section. Along the axial direction of the output shaft, the stop section communicates with the opening of the shaft bore through the splined section.

[0067] The powertrain provided in this application improves the structure of the output shaft, thereby utilizing part of the space in the reducer housing to achieve radial limiting of a section of the half-shaft. This shortens the length of the output shaft extending axially out of the powertrain housing and simultaneously shortens the axial length of a section of the half-shaft, thus saving interior space in the vehicle.

[0068] This application provides a movable joint shaft, comprising a first transmission section, an intermediate cylindrical section, and a second transmission section connected sequentially along the axial direction. The first transmission section includes a spline and is used to be embedded in the output shaft hole of a powertrain. The second transmission section includes a universal joint receiving groove, which is used to accommodate a universal joint and to drive a lever to move a wheel via the universal joint. Along the axial direction of the movable joint shaft, the length of the intermediate cylindrical section is less than the length of the first transmission section and less than the length of the second transmission section.

[0069] The movable joint shaft provided in this application eliminates the structure for limiting the movement of the movable joint shaft in relation to the powertrain by eliminating the need for a matching limit structure on the side of the first transmission section facing the second transmission section. It can connect the first and second transmission sections through a shorter intermediate cylindrical section, thereby reducing the overall axial dimension of the movable joint shaft and saving interior space in the vehicle.

[0070] This application provides a vehicle, which includes wheels, half-shafts, and a powertrain provided in the first aspect of this application. The powertrain is used to drive the wheels to rotate via the half-shafts. The half-shafts include a movable joint shaft provided in the second aspect of this application, and a first transmission section of the movable joint shaft is used to be embedded in the shaft hole of the output shaft of the powertrain.

[0071] The vehicle provided in this application can improve the vehicle's NVH performance and save interior space while effectively transmitting powertrain driving force.

[0072] Please refer to the diagram. Figure 1 This is a schematic diagram of the external structure of a vehicle 1000 provided in one embodiment of this application.

[0073] The vehicle 1000 provided in this application includes wheels 1001 and a powertrain 100. The wheels 1001 are rotatably connected to the frame 1002 of the vehicle 1000, and the powertrain 100 is fixed to the frame 1002 and is connected to the wheels 1001 for transmission. The powertrain 100 drives the wheels 1001 of the vehicle 1000 to rotate, thereby driving the vehicle 1000.

[0074] In one embodiment, the vehicle 1000 provided in this application further includes a power battery 1003. The power battery 1003 is fixed to the vehicle frame 1002 and is used to be electrically connected to the powertrain 100 to provide electrical energy to the powertrain 100. The powertrain 100 is used to receive the electrical energy provided by the power battery 1003 to drive the wheels 1001 to rotate.

[0075] Please refer to the above. Figure 2 and Figure 3 ,in Figure 2 This is a partial structural schematic diagram of a vehicle 1000 provided in one embodiment of this application; Figure 3 This is a partial cross-sectional structural diagram of a vehicle 1000 provided in one embodiment of this application.

[0076] The vehicle 1000 provided in this application also includes a half-shaft 500, which is used to drive the powertrain 100 and the wheel 1001, that is, the powertrain 100 is used to drive the wheel 1001 to rotate through the half-shaft 500.

[0077] In one embodiment, the axis of the half-shaft 500 is arranged parallel to the axis of the wheel 1001.

[0078] In one embodiment, the axis of the half-shaft 500 and the axis of the wheel 1001 are arranged radially apart along the wheel 1001.

[0079] In one embodiment, the half-shaft 500 includes a fixed section 501, a connecting rod 502, and a movable section 200. The fixed section 501 and the movable section 200 are used to connect to both ends of the connecting rod 502. The half-shaft 500 is used for transmission connection with the powertrain 100 through the movable section 200, and the half-shaft 500 is used for fixed connection with the hub of the wheel 1001 through the fixed section 501.

[0080] In one embodiment, the fixed joint 501 includes a universal joint, which, for ease of description, is defined as a first universal joint 5011. The first universal joint 5011 is used to connect the end of the connecting rod 502 and to connect the hub of the wheel 1001. In this embodiment, the design of the first universal joint 5011 allows for smooth power transmission even when there is an angular deviation between the axis of the connecting rod 502 and the axis of the wheel 1001.

[0081] In one embodiment, a rubber sleeve 5021 is fitted onto the end of the connecting rod 502 near the wheel 1001. The rubber sleeve 5021 is used to surround the first universal joint 5011 and to provide protection for the first universal joint 5011 to prevent dirt from splashing into the first universal joint 5011 and causing adverse effects on the transmission.

[0082] The powertrain 100 provided in this application includes a housing 10 and a drive motor 20. The housing 10 is used to house the drive motor 20, which is electrically connected to a power battery 1003. The drive motor 20 is used to receive electrical energy provided by the power battery 1003 and to provide driving force to the wheels 1001 through a motor shaft 21. That is, the powertrain 100 provided in this application outputs driving force through the motor shaft 21 of the drive motor 20.

[0083] In one embodiment, the drive motor 20 includes a motor shaft 21, a motor stator, and a motor rotor. The motor rotor is coaxially fixed to the motor shaft 21 along its circumference, and the motor stator is fitted onto the outer circumferential surface of the motor rotor. The motor stator is electrically connected to a power battery 1003. After receiving electrical energy from the power battery 1003, the motor stator drives the rotor of the motor 20 to rotate, thereby causing the motor shaft 21 to rotate and output driving force.

[0084] The housing 10 includes a reducer housing 11. The powertrain 100 provided in this application also includes a reducer 30, and the reducer housing 11 is used to accommodate part of the reducer 30's structure. The reducer 30 is used to drively connect the motor shaft 21 of the drive motor 20 and one or more half-shafts 500. The reducer 30 is used to adjust the speed and torque of the driving force output by the motor shaft 21 of the drive motor 20, and transmit the adjusted driving force to one or more half-shafts 500. Thus, the powertrain 100 provided in this application can transmit the adjusted driving force of the drive motor 20 to the wheel 1001 through the reducer 30 and the half-shafts 500.

[0085] In one embodiment, the reducer 30 includes a gear set 31, which is housed within the reducer housing 11. Multiple gears in the gear set 31 are rotatably connected to the housing 10. The gear set 31 is used to drive the motor shaft 21 and the half-shaft 500 of the drive motor 20. The gear set 31 uses gears of different diameters to mesh with each other to adjust the speed and torque of the driving force output by the motor shaft 21 of the drive motor 20.

[0086] The reducer 30 includes an output shaft 32, which is partially housed within the reducer housing 11 and serves to drive the gear set 31 and the half-shaft 500. The gear set 31 serves as the power input end of the reducer 30, receiving the driving force from the motor shaft 21 of the drive motor 20. The output shaft 32 serves as the power output end of the reducer 30, driving the half-shaft 500 to rotate, thereby rotating the wheel 1001 and driving the vehicle 1000 to travel. The power transmission path of the powertrain 100 provided in this application sequentially includes: the motor shaft 21 of the drive motor 20, the gear set 31 of the reducer 30, the output shaft 32 of the reducer 30, the half-shaft 500, and the wheel 1001.

[0087] Please refer to the above. Figures 4 to 6 ;in Figure 4 This is a partially exploded structural diagram of the powertrain 100 provided in one embodiment of this application; Figure 5 This is a cross-sectional structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 6 This is a partial cross-sectional structural diagram of the powertrain 100 provided in one embodiment of this application.

[0088] The housing 10 includes a bearing bore, and the powertrain 100 includes a bearing. For ease of description, this application will hereinafter define the bearing bore as a first bearing bore 12 and the bearing as a first bearing 40. The first bearing bore 12 is used to fix the outer ring 41 of the first bearing 40, and the inner ring 42 of the first bearing 40 is used to support and fix the output shaft 32. Thus, the output shaft 32 can be supported and rotatably connected to the housing 10 through the first bearing 40. The output shaft 32 includes a shaft bore, which will hereinafter be defined as a first shaft bore 321 for ease of description. The first shaft bore 321 is recessed along the axial direction of the output shaft 32 from the end face of the output shaft 32 toward the reducer housing cavity 11, and the first shaft bore 321 is used to accommodate and fix a portion of the half-shaft 500. That is, the end of the half-shaft 500 away from the wheel 1001 is inserted into the first shaft bore 321 for transmission connection with the output shaft 32. Thus, rotation of the output shaft 32 can drive the half-shaft 500 to rotate, thereby driving the wheel 1001 to rotate.

[0089] Please refer to the above. Figures 7 to 9 ,in Figure 7 This is a partial structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 8 This is a partial cross-sectional structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 9 This is a schematic diagram of the structural dimensions of the powertrain 100 provided in one embodiment of this application.

[0090] The first shaft hole 321 includes an opening 322 and a bottom 323. Along the axial direction of the output shaft 32, the opening 322 faces the outer side of the housing 10. The first shaft hole 321 is used to communicate with the outer side of the housing 10 through the opening 322. The hole wall of the first shaft hole 321 includes a spline segment 324, which is used to engage with a section of half-shaft 500 along the radial direction of the output shaft 32. The section of half-shaft 500 is a structure in which half-shaft 500 extends into the first shaft hole 321. In one embodiment, the spline segment 324 of the first shaft hole 321 includes a plurality of internal spline teeth, which are spaced apart circumferentially along the output shaft 32. The section of half-shaft 500 includes a plurality of external spline teeth, which are spaced apart circumferentially along the output shaft 32. The multiple internal teeth and the multiple external teeth mesh with each other so that rotation of the output shaft 32 can drive rotation of the half-shaft 500.

[0091] The bore wall of the first shaft hole 321 also includes a stop section 325, which, along with the spline section 324, is arranged axially along the output shaft 32. Along the axial direction of the output shaft 32, the stop section 325 is located on the side of the spline section 324 away from the opening 322. That is, along the axial direction of the output shaft 32, the stop section 325 connects to the opening 322 of the first shaft hole 321 via the spline section 324. The stop section 325 is accommodated within the reducer receiving cavity 11. The diameter of the spline section 324 is larger than the diameter of the stop section 325. That is, the inner diameter d1 of the spline section 324 in the first shaft hole 321 is larger than the inner diameter d2 of the stop section 325 in the first shaft hole 321. The stop section 325 serves to radially limit a section of the half-shaft 500. In one embodiment, the inner wall of the stop section 325 is used to abut against the outer wall of a half-shaft 500 along the radial direction of the output shaft 32, thereby limiting the amount of displacement of the half-shaft 500 along the radial direction of the output shaft 32. Thus, during the rotation of the half-shaft 500 driven by the spline section 324, the stop section 325 can limit the relative displacement of the half-shaft 500 to the output shaft 32 along the radial direction of the output shaft 32, thereby reducing the relative vibration between the output shaft 32 and the half-shaft 500 and improving NVH performance.

[0092] Specifically, a section of the half-shaft 500 extends into the first shaft hole 321, and through its own structure, it engages with the spline section 324 to embed itself into the output shaft 32 radially, thereby achieving power transmission. Furthermore, the stop section 325 further restricts the relative displacement between the section of the half-shaft 500 and the output shaft 32 radially, reducing the vibration amplitude.

[0093] The powertrain 100 provided in this application houses the gear set 31 of the reducer 30 and a fixed first bearing 40 through a housing 10. The first bearing 40 supports the output shaft 32 of the reducer 30. The reducer 30 receives drive from the drive motor 20 through the gear set 31 and drives the output shaft 32 to rotate, thereby driving the wheel 1001. The output shaft 32 of the powertrain 100 of this application is nested in a half-shaft 500 through a first shaft hole 321 to transmit driving force. The hole wall of the first shaft hole 321 is radially engaged with the half-shaft 500 through a spline section 324. Along the axial direction of the output shaft 32, the spline section 324 includes a stop section 325 on the side away from the opening 322 of the first shaft hole 321. The hole wall of the first shaft hole 321 also forms a radial limit on the half-shaft 500 through the stop section 325, thereby reducing the relative vibration during the rotation of the half-shaft 500 driven by the spline section 324 and improving NVH performance.

[0094] Because the stop section 325 is located on the side of the spline section 324 facing the bottom 323 of the first shaft hole 321, the powertrain 100 provided in this application can utilize part of the space of the reducer housing 11 to achieve radial limiting of a section of the half-shaft 500, thereby shortening the length of the output shaft 32 extending axially from the housing 10 of the powertrain 100, and simultaneously shortening the axial length of the section of the half-shaft 500. This makes the powertrain 100 provided in this application more compact, which is beneficial for the miniaturization and lightweight design of the powertrain 100. In other words, by improving the structure of the output shaft 32, the powertrain 100 provided in this application reduces the structural dimensions of the output shaft 32 mating with the section of the half-shaft 500, thereby saving space in the vehicle 1000. The powertrain 100 provided in this application can improve NVH performance while ensuring that the driving force of the output shaft 32 is reliably transmitted to the wheel 1001, and can also save space in the vehicle 1000. In addition, the diameter of the stop section 325 is smaller than that of the spline section 324, which facilitates the machining of the spline section 324 and makes it easier for the end of a half shaft 500 to pass through the spline section 324 and cooperate with the stop section 325 to form a limit.

[0095] In one embodiment, the movable section 200 includes a movable section shaft 200a, and a half-shaft 500 can be understood as a segment of the movable section shaft 200a.

[0096] In one embodiment, the output shaft 32 includes a first segment 326 and a second segment 327 connected together. Along the axial direction of the output shaft 32, the first segment 326 is located on the side of the second segment 327 away from the wheel 1001. The first segment 326 is located within the reducer housing 11 and is used for drive-connection to the gear set 31 to receive the driving force of the gear set 31. The second segment 327 passes through the inner ring of the first bearing 40 and partially extends out of the housing 10, and is used for drive-connection to the half-shaft 500 to output the driving force of the gear set 31. The diameter of the first segment 326 is larger than the diameter of the second segment 327, i.e., the outer diameter D1 of the first segment 326 is larger than the outer diameter D2 of the second segment 327. Along the axial direction of the output shaft 32, the length of the first segment 326 is shorter than the length of the second segment 327.

[0097] In this embodiment, the output shaft 32 receives the driving force of the gear set 31 of the reducer 30 better through a first section 326 with a larger diameter. The output shaft 32 is also fixed to the inner ring of the bearing through a second section 327 with a smaller diameter. The second section 327 extends beyond the first bearing 40 and mates with a half-shaft 500. The longer length of the second section 327 increases the mating area between the spline section 324 and the stop section 325 and the half-shaft 500, ensuring reliable transmission and limiting. In other words, while keeping the overall length and volume of the output shaft 32 relatively small, the larger diameter of the first section 326 facilitates better reception of the driving force of the gear set 31 of the reducer 30. The longer length of the second section 327 along the output shaft 32 increases the mating area between the hole wall of the first shaft hole 321 and the half-shaft 500, ensuring reliable transmission and limiting.

[0098] In one embodiment, along the axial direction of the output shaft 32, the length of the first shaft hole 321 is greater than the length of the second segment 327, but less than the sum of the lengths of the first segment 326 and the second segment 327. That is, the bottom 323 of the first shaft hole 321 is located in the first segment 326. In this embodiment, along the axial direction of the output shaft 32, the first shaft hole 321 extends into the first segment 326 of the output shaft 32, effectively utilizing the total length of the output shaft 32 to form a spline segment 324 and a stop segment 325, respectively. That is, the spline segment 324 is formed in the second segment 327, and the stop segment 325 is formed in the first segment 326. This ensures the reliability of the transmission connection between the spline segment 324 of the first shaft hole 321 and the first half-shaft 500, and also ensures the reliability of the radial limiting effect of the stop segment 325 of the first shaft hole 321 on the first half-shaft 500.

[0099] In one embodiment, along the axial direction of the output shaft 32, the length of the first bearing 40 is less than the length of the spline segment 324 but greater than the length of the stop segment 325. In this embodiment, the spline segment 324 is relatively long, and along the axial direction of the output shaft 32, the spline segment 324 partially overlaps with the first bearing 40, thereby improving the torque carrying capacity of the spline segment 324 meshing with a section of half-shaft 500. The stop segment 325 is used to form a radial limit on the section of half-shaft 500. The length of the stop segment 325 is set to be relatively small, so as to ensure the limiting effect of the stop segment 325 while facilitating the control of the overall axial length of the output shaft 32, thereby contributing to the miniaturization of the powertrain 100 provided in this application.

[0100] Please refer to the above. Figure 10 , Figure 10 This is a partial cross-sectional structural schematic diagram of the powertrain 100 provided in one embodiment of this application;

[0101] In one embodiment, the wall of the first shaft hole 321 includes a connecting section 329, and a stop section 325 is used to connect the spline section 324 through the connecting section 329. That is, along the axial direction of the output shaft 32, the connecting section 329 is located between the spline section 324 and the stop section 325, and is used to connect the spline section 324 and the stop section 325. The diameter of the connecting section 329 is larger than the diameter of the stop section 325, and smaller than or equal to the diameter of the spline section 324. That is, the inner diameter of the connecting section 329 is larger than the inner diameter of the stop section 325, and smaller than or equal to the inner diameter of the spline section 324. The inner wall of the connecting section 329 includes an annular groove. For ease of description, this application will subsequently define the annular groove of the inner wall of the connecting section 329 as the first annular groove 3291, which is used to recess from the inner wall of the first shaft hole 321 radially along the output shaft 32. The first annular groove 3291 is used to embed an annular retaining ring 70 to limit the displacement of a section of the half-shaft 500.

[0102] The powertrain 100 provided in this application includes an annular retaining ring 70, which is fixed to the inner wall of the first shaft hole 321. Specifically, the inner wall of the first shaft hole 321 includes a first annular groove 3291, which is located between the spline section 324 and the stop section 325 along the axial direction of the output shaft 32. The annular retaining ring 70 is embedded in the first annular groove 3291. Along the radial direction of the output shaft 32, a portion of the annular retaining ring 70 is exposed outside the first annular groove 3291. The annular retaining ring 70 is used to fit onto a section of the half-shaft 500. The annular retaining ring 70 is used to limit the displacement of the section of the half-shaft 500.

[0103] In this embodiment, the wall of the first shaft hole 321 accommodates an annular retaining ring 70 via a connecting section 329. The annular retaining ring 70 abuts against the output shaft 32 and the half-shaft 500. The annular retaining ring 70 restricts the axial displacement of a section of the half-shaft 500 relative to the first shaft hole 321, thereby allowing the half-shaft 500 to reliably engage with the spline section 324 and the stop section 325, thus ensuring the meshing transmission and radial limiting effect between the half-shaft 500 and the output shaft 32.

[0104] In one embodiment, the annular retaining ring 70 is elastic.

[0105] Please refer to the above. Figures 11 to 14 ,in Figure 11 This is a partial structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 12 This is a partial cross-sectional structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 13 This is a partial cross-sectional structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 14 This is a partial cross-sectional structural diagram of the powertrain 100 provided in one embodiment of this application.

[0106] In one embodiment, the powertrain 100 provided in this application includes an oil seal 50 located outside the housing 10. The oil seal 50 is used to sleeve and fit and fix the portion of the output shaft 32 extending out of the housing 10. The oil seal 50 is used to cover the first bearing 40 and the gap between the inner ring 42 of the first bearing 40 and the output shaft 32. In this embodiment, gaps exist between the first bearing 40 and the first bearing bore 12, inside the first bearing 40, and between the first bearing 40 and the output shaft 32, respectively. Lubricating oil in the reducer housing 11 may leak out from these gaps. This application seals the reducer housing 11 of the housing 10 by providing the oil seal 50.

[0107] Specifically, the outer wall of the housing 10 includes an annular protrusion 13. The annular protrusion 13 extends from the housing 10 along the axial direction of the output shaft 32 toward the wheel 1001. The annular protrusion 13 is used to space around the portion of the output shaft 32 that extends out of the housing 10. That is, the annular protrusion 13 is circumferentially positioned around the second segment 327 of the output shaft 32 and spaced apart from the second segment 327. An oil seal 50 is embedded between the inner circumferential surface of the annular protrusion 13 and the outer circumferential surface of the portion of the output shaft 32 that extends out of the housing 10. The oil seal 50 is used to fit against the outer circumferential surface of the portion of the output shaft 32 that extends out of the housing 10. Thus, the oil seal 50 is reliably fitted and fixed, and reliably seals the reducer receiving cavity 11 of the housing 10. This application utilizes the axial length of the output shaft 32 that mates with a half-shaft 500, and the second section 327 extending out of the first bearing 40 mates with the annular protrusion 13 of the housing 10 to reliably fix the oil seal 50, so that the oil seal 50 can seal the reducer housing 11 of the housing 10, thereby improving the reliability of the powertrain 100 provided by this application.

[0108] In one embodiment, the oil seal 50 includes a retaining ring 51 and a sealing surface 52. The retaining ring 51 is sleeved around the periphery of the output shaft 32 and spaced apart from the output shaft 32. The outer peripheral surface of the retaining ring 51 is used to fit against the inner wall of the annular protrusion 13. Along the axial direction of the output shaft 32, the retaining ring 51 includes a first end face 511 and a second end face 512 facing away from each other, with the first end face 511 located on the side of the second end face 512 away from the reducer receiving cavity 11. Along the radial direction of the output shaft 32, the sealing surface 52 is located between the retaining ring 51 and the output shaft 32 and is connected to the first end face 511. The sealing surface 52 is used to surround the outer peripheral surface of the output shaft 32. From the spline section 324 to the stop section 325 of the output shaft 32, the sealing surface 52 extends obliquely from the first end face 511 along the radial direction of the output shaft 32 toward the outer peripheral surface of the output shaft 32 and abuts against the outer peripheral surface of the output shaft 32. The inner wall of the retaining ring 51, the sealing surface 52, the inner wall of the annular protrusion 13, and the first bearing 40 together form a receiving groove, which is sealed by the sealing surface 52. Thus, the receiving groove can hold a portion of the lubricating oil while reducing the weight of the oil seal 50.

[0109] In one embodiment, along the axial direction of the output shaft 32, the length of the annular protrusion 13 is greater than or equal to the length of the output shaft 32 extending out of the first bearing 40. Since the portion of the structure connecting the output shaft 32 to the half-shaft 500 is exposed outside the housing 10, in this embodiment, by limiting the length of the output shaft 32 extending out of the first bearing 40, the annular protrusion 13 can protect the portion of the output shaft 32 exposed to the housing 10. This provides good protection for the output shaft 32 during transport, assembly, and maintenance, preventing damage to the output shaft 32 from external impacts.

[0110] Please refer to the above. Figure 15 and Figure 16 ,in Figure 15 This is a partially exploded structural diagram of the powertrain 100 provided in one embodiment of this application; Figure 16 This is a partial cross-sectional structural diagram of the powertrain 100 provided in one embodiment of this application.

[0111] In one embodiment, the diameter of the first segment 326 of the output shaft 32 is larger than the diameter of the first bearing bore 12 of the housing 10. That is, the outer diameter of the first segment 326 is larger than the inner diameter of the first bearing bore 12. The reducer 30 includes a thrust bearing 60, which is housed within the reducer housing cavity 11. Along the axial direction of the output shaft 32, the thrust bearing 60 includes two opposing bearing contact surfaces, one of which abuts against the inner wall of the housing 10, and the other abuts against the first segment 326.

[0112] Since the first segment 326 is used to connect the gear set 31 for transmission, setting the outer diameter of the first segment 326 to be larger than the outer diameter of the first bearing hole 12 is beneficial to improving the strength of the first segment 326 and ensuring that the first segment 326 reliably receives the driving force of the gear set 31. By setting a thrust bearing 60 between the inner wall of the housing 10 and the axial clearance of the first segment 326, the two bearing contact surfaces of the thrust bearing 60 abut against the inner wall of the housing 10 and the first segment 326 respectively, thereby limiting the output shaft 32 along the axial direction of the output shaft 32, avoiding damage caused by the large diameter first segment 326 rubbing against the inner wall of the housing 10, and also improving NVH performance.

[0113] Please refer to the above. Figures 17 to 19 ,in Figure 17 This is a partial structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 18 This is a partial structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 19 This is a partial structural schematic diagram of the powertrain 100 provided in one embodiment of this application.

[0114] In one embodiment, the gear set 31 includes a planetary gear train, which includes a sun gear 311 and a plurality of planet gears 312. The plurality of planet gears 312 surround the sun gear 311 and are respectively used to mesh with the sun gear 311 for transmission. The sun gear 311 receives the driving force from the motor shaft 21 of the drive motor 20 and drives the planet gears 312 to rotate. The planet gears 312 are connected to the output shaft 32 for transmission of driving force to the output shaft 32.

[0115] In one embodiment, the axis of the sun gear 311 is parallel to the axis of the output shaft 32.

[0116] In one embodiment, the gear set 31 includes a planetary gear train, and the first segment 326 includes multiple shaft holes. For ease of description, the shaft holes of the first segment 326 will be defined as second shaft holes 3261. The multiple second shaft holes 3261 are arranged circumferentially at intervals along the output shaft 32. Each second shaft hole 3261 is used to fix a gear shaft 313 of a planetary gear train, and each gear shaft 313 is used to support one planetary gear 312 in the planetary gear train. Thus, the multiple planetary gears 312 can be supported on the output shaft 32 via the gear shaft 313 and the first segment 326. In this embodiment, based on the large diameter of the first segment 326, this application forms multiple second shaft holes 3261 in the first segment 326, with each second shaft hole 3261 supporting one planetary gear 312 via a gear shaft 313. This results in a planetary gear train with a small size and a large reduction ratio, which is beneficial for the miniaturization of the powertrain 100 provided in this application. In other words, the powertrain 100 provided in this application integrates the planet carrier of the planetary gear train into the first section 326 of the output shaft 32, reducing the overall size of the reducer 30 and facilitating the miniaturization of the powertrain 100.

[0117] During the rotation of the motor shaft 21 of the drive motor 20 in this application, the motor shaft 21 drives the sun gear 311 to rotate and drives multiple planet gears 312 to rotate. The rotation of the multiple planet gears 312 drives the gear shaft 313 to rotate. Since the gear shaft 313 is fixed in the second shaft hole 3261 of the first section 326, the rotation of the multiple gear shafts 313 drives the output shaft 32 to rotate and drives the half shaft 500 to rotate, thereby outputting driving force to the wheel 1001.

[0118] In one embodiment, along the radial direction of the output shaft 32, a plurality of second shaft holes 3261 are closer to the outer peripheral surface of the output shaft 32 than to its axis. Because the diameter of the first segment 326 is relatively large, this application allows the plurality of second shaft holes 3261 to be positioned at the outer edge of the output shaft 32. This causes the gear shafts 313 of the plurality of planetary gears 312 to be fixed relatively close to the outer edge of the output shaft 32, meaning the point of action of the gear shafts 313 on the output shaft 32 is located at the outer edge of the output shaft 32. During operation, the powertrain 100 provided by this application has the force acting between each gear shaft 313 and the output shaft 32 at a position relatively far from the axis of the output shaft 32 along its radial direction, thereby generating a larger transmitted torque and thus improving transmission efficiency.

[0119] Please refer to the above. Figure 20 and Figure 21 ,in Figure 20 This is a partially exploded structural diagram of the powertrain 100 provided in one embodiment of this application; Figure 21 This is a partial cross-sectional structural diagram of the powertrain 100 provided in one embodiment of this application.

[0120] In one embodiment, the planetary gear train includes a sun gear 311. Along the axial direction of the output shaft 32, the sun gear 311 is arranged on the side of the second section 327 opposite to the first bearing 40, and the sun gear 311 is used to mesh with each planet gear 312. The output shaft 32 includes a third section 328, which is connected to the second section 327 via a first section 326. That is, along the axial direction of the output shaft 32, the third section 328 is located on the side of the first section 326 opposite to the second section 327. The third section 328 is used to extend into the inner bore 3111 of the sun gear 311 along the axial direction of the output shaft 32. Along the radial direction of the output shaft 32, the gap between the third section 328 and the inner bore 3111 of the sun gear 311 is used to embed another bearing. For ease of description, this application defines the bearing between the third section 328 and the inner bore 3111 of the sun gear 311 as the second bearing 80.

[0121] The sun gear 311 includes an inner bore 3111 that extends axially along the output shaft 32. The inner bore 3111 is used to fix the outer ring of the second bearing 80. The third section 328 of the output shaft 32 extends into the inner bore 3111 and into the inner ring of the second bearing 80. The third section 328 is used to support and fix the inner ring of the second bearing 80.

[0122] In this embodiment, the output shaft 32 extends into the inner hole 3111 of the sun gear 311 through the third section 328 and is supported in the inner hole 3111 of the sun gear 311 by the second bearing 80. Because the output shaft 32 is fixed to the first bearing hole 12 of the housing 10 by the first bearing 40, and the axial length of the output shaft 32 in this application is relatively short, the output shaft 32 can be used to support the sun gear 311 of the planetary gear 312 system by the second bearing 80, so as to ensure that the gear set 31 of the reducer 30 is reliably positioned in the reducer housing cavity 11, and the structure is relatively compact, which is conducive to the miniaturization of the powertrain 100 provided in this application.

[0123] Please refer to the above. Figures 22 to 24 ,in Figure 22 This is a schematic diagram of the structure of the movable joint shaft 200a provided in one embodiment of this application; Figure 23 This is a cross-sectional structural schematic diagram of the powertrain 100 provided in one embodiment of this application; Figure 24 This is a partial cross-sectional structural diagram of the powertrain 100 provided in one embodiment of this application.

[0124] The movable joint shaft 200a includes a first transmission section 201, an intermediate cylindrical section 202, and a second transmission section 203. Along the axial direction of the output shaft 32, the first transmission section 201, the intermediate cylindrical section 202, and the second transmission section 203 are arranged sequentially, with the first transmission section 201 being closer to the output shaft 32 than the second transmission section 203. The intermediate cylindrical section 202 connects the first transmission section 201 and the second transmission section 203. The first transmission section 201 includes a spline 2011 located on its outer circumferential surface. The first transmission section 201 is used to be inserted into the first shaft hole 321 of the output shaft 32 of the powertrain 100 via the spline 2011. In one embodiment, the wall of the first shaft hole 321 of the output shaft 32 includes a spline section 324. The first transmission section 201 extends into the first shaft hole 321 and is radially engaged with the spline section 324 in the first shaft hole 321 of the output shaft 32 through spline 2011, thereby achieving the effect of transmission connection between the movable joint shaft 200a and the output shaft 32, so that the output shaft 32 can drive the movable joint shaft 200a to rotate when outputting driving force.

[0125] The second transmission segment 203 includes a universal joint receiving groove 2031. The second transmission segment 203 is used to receive a universal joint through the universal joint receiving groove 2031. For ease of description, this application defines the universal joint of the second transmission segment 203 as the second universal joint 2032. The second transmission segment 203 is used to drive a tie rod to drive the wheel 1001 through the second universal joint 2032. Corresponding to the embodiment where the half shaft 500 includes a fixed joint 501, a connecting rod 502, and a movable joint 200, the second transmission segment 203 is a part of the movable joint 200, and the tie rod includes the connecting rod 502 and the movable joint 200. That is, the movable joint 200 is connected to the connecting rod 502 through the second universal joint 2032. Wherein, along the axial direction of the movable joint shaft 200a, the length of the intermediate cylindrical segment 202 is less than the length of the first transmission segment 201 and less than the length of the second transmission segment 203.

[0126] In this embodiment, the movable joint shaft 200a transmits the driving force of the powertrain 100 to the wheel 1001 via two transmission sections to the powertrain 100 and the second universal joint 2032, respectively. The first transmission section 201 of the movable joint shaft 200a can be understood as a half-shaft 500 mentioned in the above embodiments. The first transmission section 201 is embedded in the first shaft hole 321 of the output shaft 32 of the powertrain 100 via a spline 2011, and is connected to the powertrain 100 in a transmission manner. On the side of the first transmission section 201 facing the second transmission section 203, the structure for limiting the movement of the movable joint shaft 200a with the powertrain 100 is omitted. The first transmission section 201 and the second transmission section 203 can be connected by a shorter intermediate cylindrical section 202, thereby reducing the overall axial dimension of the movable joint shaft 200a and saving interior space in the vehicle 1000.

[0127] In one embodiment, the first transmission segment 201 includes two cylindrical segments, one of which has a smaller diameter than the other. One cylindrical segment is used to connect to a spline 2011 via the other cylindrical segment, and the two cylindrical segments are used to connect to an intermediate cylindrical segment 202 via the spline 2011. The diameter of the other cylindrical segment is less than or equal to the diameter of the spline 2011. The outer circumferential surface of the other cylindrical segment includes an annular groove for embedding an annular retaining ring 70.

[0128] For ease of explanation, this application defines the two cylindrical segments of the first transmission section 201 as the first cylindrical segment 2012 and the second cylindrical segment 2013, respectively. In one embodiment, the first cylindrical segment 2012 is used to connect a spline 2011 via the second cylindrical segment 2013, and the second cylindrical segment 2013 is used to connect the intermediate cylindrical segment 202 via the spline 2011. That is, along the axial direction of the output shaft 32, the first cylindrical segment 2012, the second cylindrical segment 2013, the spline 2011, and the intermediate cylindrical segment 202 are arranged sequentially. The diameter of the first cylindrical segment 2012 is smaller than the diameter of the second cylindrical segment 2013, and the diameter of the second cylindrical segment 2013 is smaller than or equal to the diameter of the spline 2011. It should be noted that the diameter of the spline 2011 refers to the outer diameter of the spline 2011. The first cylindrical segment 2012 is used to extend into the first shaft hole 321 of the output shaft 32 and cooperate with the stop segment 325 to achieve radial limiting.

[0129] The outer circumferential surface of the second cylindrical section 2013 includes an annular groove. For ease of description, this application will subsequently define the annular groove of the second cylindrical section 2013 as the second annular groove 2014. The second annular groove 2014 is used to embed the annular retaining ring 70. The second cylindrical section 2013 is used to limit the relative displacement between the moving joint shaft 200a and the output shaft 32 along the axial direction of the output shaft 32 by means of the annular retaining ring 70.

[0130] Alternatively, it can be understood that the powertrain 100 provided in this application includes an annular retaining ring 70, which is sleeved on the outer peripheral surface of the first transmission section 201. Specifically, the outer peripheral surface of the first transmission section 201 includes a second annular groove 2014, which is located between the first cylindrical section 2012 and the spline 2011 along the axial direction of the output shaft 32. The annular retaining ring 70 is embedded in the second annular groove 2014. Along the radial direction of the output shaft 32, the annular retaining ring 70 is partially exposed outside the second annular groove 2014. The annular retaining ring 70 is used to embed into the first shaft hole 321 of the output shaft 32. The annular retaining ring 70 is used to limit the relative displacement between the moving joint shaft 200a and the output shaft 32 along the axial direction of the output shaft 32.

[0131] In this embodiment, the movable joint shaft 200a is radially limited by embedding a smaller diameter first cylindrical section 2012 into the first shaft hole 321 of the powertrain 100 output shaft 32. Simultaneously, an annular retaining ring 70 is embedded in a larger diameter second cylindrical section 2013 to achieve axial limitation. The two cylindrical sections cooperate to ensure that a spline section 2011 engages with the spline section 324 of the first shaft hole 321 in the output shaft 32, thereby improving NVH performance. In one embodiment, the connecting section 329 of the output shaft 32 includes a first annular groove 3291, and the second cylindrical section 2013 of the movable joint shaft 200a includes a second annular groove 2014. Along the radial direction of the output shaft 32, the annular retaining ring 70 is simultaneously embedded in both the first annular groove 3291 and the second annular groove 2014. In one embodiment, the movable joint shaft 200a includes a mudguard ring 204. The inner ring of the mudguard ring 204 is fixed to the intermediate cylindrical section 202, and the outer ring of the mudguard ring 204 is used to space around the intermediate cylindrical section 202 and extend toward the spline 2011. Alternatively, the mudguard ring 204 can be understood as including an inner cylinder 2041, a side wall 2042, and an outer cylinder 2043. The inner cylinder 2041 is the inner ring of the mudguard ring 204, and the outer cylinder 2043 is the outer ring of the mudguard ring 204. The inner cylinder 2041 is used to fit over the intermediate cylindrical section 202 and is fitted and fixed to the periphery of the intermediate cylindrical section 202. The outer cylinder 2043 is used to fit over the inner cylinder 2041 and is spaced apart from the inner cylinder 2041. Along the axial direction of the output shaft 32, the sidewall 2042 is located on the side of the inner cylinder 2041 opposite to the spline 2011 of the moving joint shaft 200a, and the sidewall 2042 is used to connect the inner cylinder 2041 and the outer cylinder 2043. In one embodiment, the outer diameter of the outer ring of the mudguard ring 204 is greater than or equal to the outer diameter of the fixing ring 51 of the oil seal 50. That is, the outer diameter of the outer cylinder 2043 is greater than or equal to the outer diameter of the fixing ring 51. Thus, the mudguard ring 204 can be used to block mud and prevent mud from easily splashing onto the first bearing 40.

[0132] The outer ring of the mudguard ring 204 is used to surround the periphery of the retaining ring 51 of the oil seal 50. Because of the reliable limiting between the moving joint shaft 200a and the output shaft 32, the axial overlap between the mudguard ring 204 and the oil seal 50 and the axial clearance between the mudguard ring 204 and the housing 10 can be limited. This ensures that the mudguard ring 204 reliably protects the oil seal 50 while preventing the mudguard ring 204 from interfering with the housing 10 of the powertrain 100.

[0133] In one embodiment, the outer diameter of the intermediate cylindrical segment 202 is greater than the outer diameter of the second cylindrical segment 2013.

[0134] In one embodiment, the first cylindrical section 2012 of the movable joint shaft 200a is embedded in the stop section 325 of the output shaft 32, and the spline 2011 of the movable joint shaft 200a is used for meshing and transmission with the spline section 324 of the output shaft 32. Alternatively, it can be understood that, along the axial direction of the output shaft 32, the first transmission section 201 of the movable joint shaft 200a includes a spline 2011, a second cylindrical section 2013, and a first cylindrical section 2012 arranged sequentially. The diameter of the first cylindrical section 2012 is smaller than the diameter of the second cylindrical section 2013, and the diameter of the second cylindrical section 2013 is smaller than or equal to the diameter of the spline 2011. Correspondingly, along the axial direction of the output shaft 32, the inner wall of the first shaft hole 321 of the output shaft 32 includes a spline section 324, a connecting section 329, and a stop section 325 arranged sequentially. The inner diameter of the stop section 325 is smaller than the inner diameter of the connecting section 329, and the inner diameter of the connecting section 329 is smaller than or equal to the inner diameter of the spline section 324. The first transmission section 201 of the movable joint shaft 200a extends into the first shaft hole 321 of the output shaft 32, and the spline 2011 and the spline section 324 mesh with each other to achieve the transmission connection between the output shaft 32 and the movable joint shaft 200a. The annular retaining ring 70 is located in the gap between the second cylindrical section 2013 and the connecting section 329, and abuts against the second cylindrical section 2013 and the connecting section 329, thereby enabling the power assembly 100 provided in this application to achieve axial limiting. The outer circumferential surface of the first cylindrical section 2012 abuts against the inner circumferential surface of the stop section 325, thereby enabling the power assembly 100 provided in this application to achieve radial limiting of the movable joint shaft 200a through the stop section 325.

[0135] The radial clearance between the first cylindrical section 2012 and the stop section 325 is smaller than the radial clearance between the spline 2011 and the spline section 324. That is, the difference between the outer diameter of the first cylindrical section 2012 and the inner diameter of the stop section 325 is smaller than the difference between the outer diameter of the spline 2011 and the inner diameter of the spline section 324. In this embodiment, the radial clearance between the first cylindrical section 2012 and the stop section 325 is set to be smaller, thereby reliably limiting the radial runout of the moving joint shaft 200a through the stop section 325 and preventing interference between the spline 2011 of the moving joint shaft 200a and the spline section 324 of the first shaft hole 321.

[0136] In one embodiment, along the axial direction of the output shaft 32, the length of the first cylindrical section 2012 is greater than the length of the stop section 325. That is, along the axial direction of the output shaft 32, a portion of the first cylindrical section 2012 is located in the stop section 325, and another portion is located in the connecting section 329. Since the inner diameter of the stop section 325 is smaller than the inner diameter of the connecting section 329, a stepped surface is formed on the side of the stop section 325 facing the opening 322 of the first shaft hole 321. Since the outer diameter of the first cylindrical section 2012 is larger than the outer diameter of the second cylindrical section 2013, another stepped surface is formed on the side of the second cylindrical section 2013 facing the bottom 323 of the first shaft hole 321. For ease of explanation, this application defines the stepped surface between the stop section 325 and the connecting section 329 as the first stepped surface 33, and the stepped surface between the second cylindrical section 2013 and the first cylindrical section 2012 as the second stepped surface 205. By setting the axial length of the first cylindrical section 2012 to be greater than the axial length of the stop section 325, this application can create an axial gap between the first step surface 33 and the second step surface 205, thereby preventing the first step surface 33 and the second step surface 205 from fitting together and causing wear.

[0137] In one embodiment, along the axial direction of the output shaft 32, the length of the spline 2011 in the movable joint shaft 200a is greater than or equal to the length of the spline segment 324 in the output shaft 32. That is, along the axial direction of the output shaft 32, a portion of the spline 2011 is located in the spline segment 324, and another portion is located outside the first shaft hole 321 of the output shaft 32. Since the outer diameter of the spline 2011 is smaller than the outer diameter of the intermediate cylindrical segment 202, a third stepped surface 206 is formed on the side of the intermediate cylindrical segment 202 facing the opening 322 of the first shaft hole 321.

[0138] By setting the length of spline 2011 to be greater than or equal to the length of spline segment 324, this application can avoid the excessive outer diameter of the intermediate cylindrical segment 202 affecting the length of the moving joint shaft 200a extending into the first shaft hole 321 of the output shaft 32. This ensures the transmission length between spline 2011 and spline segment 324, and the fit length between the first cylindrical segment 2012 and the stop segment 325. This, in turn, ensures a reliable transmission connection between the moving joint shaft 200a and the output shaft 32, while also ensuring the radial limiting effect of the stop segment 325 on the moving joint shaft 200a.

[0139] The powertrain, sliding joint, and vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The description of the embodiments above is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A powertrain, characterized by, The housing of the power assembly comprises a reducer accommodating cavity for accommodating a gear set of a reducer in the power assembly and a bearing hole for fixing an outer ring of a bearing, an inner ring of the bearing is used for fixing an output shaft of the reducer, the gear set is used for receiving driving of a driving motor in the power assembly to drive the output shaft to rotate, and the output shaft is used for driving wheels through a half shaft; The output shaft comprises a shaft hole, a spline section and a shoulder section are arranged on the hole wall of the shaft hole, the diameter of the spline section is greater than the diameter of the shoulder section, and the shoulder section communicates with the hole opening of the shaft hole through the spline section in the axial direction of the output shaft.

2. The powertrain of claim 1, wherein, The output shaft comprises a first section and a second section connected with each other, the first section is located in the reducer accommodating cavity, and the second section is used for penetrating through the bearing and partially extending out of the housing, wherein: The diameter of the first section is greater than the diameter of the second section; In the axial direction of the output shaft, the length of the first section is less than the length of the second section.

3. The powertrain of claim 2, wherein, In the axial direction of the output shaft, the outer wall of the housing comprises an annular protrusion, the annular protrusion is used for spacing and surrounding the part of the output shaft extending out of the housing, the inner circumferential surface of the annular protrusion and the outer circumferential surface of the part of the output shaft extending out of the housing are used for embedding an oil seal, and the oil seal is used for being in close contact with the outer circumferential surface of the part of the output shaft extending out of the housing.

4. The powertrain of claim 2, wherein, The diameter of the first section is greater than the diameter of the bearing hole, the reducer comprises a thrust bearing, and the thrust bearing comprises two bearing contact surfaces opposite to each other in the axial direction of the output shaft, one of the bearing contact surfaces is used for abutting against the inner wall of the housing, and the other bearing contact surface is used for abutting against the first section.

5. The powertrain of claim 2, wherein, The gear set comprises a planetary gear train, the first section comprises a plurality of shaft holes, the plurality of shaft holes are arranged at intervals in the circumferential direction of the output shaft, each of the shaft holes is used for fixing a gear shaft, and each of the gear shafts is used for supporting a planetary gear in the planetary gear train.

6. The powertrain of claim 5, wherein, The planetary gear train comprises a sun gear, the sun gear is arranged on the side, away from the bearing, of the second section in the axial direction of the output shaft, and the sun gear is used for being in mesh with each of the planetary gears. The output shaft comprises a third section, the third section connects the second section through the first section, and the third section is used for extending into the inner hole of the sun gear in the axial direction. In the radial direction of the output shaft, the gap between the third section and the inner hole of the sun gear is used for embedding another bearing.

7. The powertrain of claim 2, wherein, In the axial direction of the output shaft, the length of the shaft hole is greater than the length of the second section and less than the sum of the lengths of the first section and the second section.

8. The powertrain of any one of claims 1-7, wherein, In the axial direction of the output shaft, the length of the bearing is less than the length of the spline section and greater than the length of the shoulder section.

9. The powertrain of any one of claims 1-7, wherein, The hole wall of the shaft hole comprises a connecting section, and the shoulder section is used for communicating the spline section through the connecting section, wherein: The diameter of the connecting section is greater than the diameter of the shoulder section and less than or equal to the diameter of the spline section; and The diameter of the connecting section is greater than the diameter of the shoulder section and less than or equal to the diameter of the spline section. The connecting section comprises an annular groove for embedding an annular retainer to limit displacement of the half shaft.

10. A mobile knuckle, characterized by, The mobile joint shaft comprises a first transmission section, an intermediate cylindrical section and a second transmission section connected in sequence along the axial direction, the first transmission section comprises a section of spline, the first transmission section is used for embedding the output shaft hole of the power assembly; the second transmission section comprises a universal joint accommodating groove, the second transmission section is used for accommodating a universal joint and driving a drag link to drive a wheel through the universal joint; wherein: The length of the intermediate cylindrical section is less than the length of the first transmission section and the length of the second transmission section along the axial direction of the mobile joint shaft.

11. The mobile knuckle shaft of claim 10, wherein, The first transmission section further comprises two cylinders, one of which has a smaller diameter than the other, the one cylinder is used to connect the section of spline through the other cylinder, and the two cylinders are used to connect the intermediate cylindrical section through the section of spline, wherein: The diameter of the other cylinder is less than or equal to the diameter of the section of spline; The outer periphery of the other cylinder comprises an annular groove for embedding an annular retainer.

12. The mobile knuckle shaft according to claim 10 or 11, characterized in that, The mobile joint shaft comprises a mud guard, the inner ring of the mud guard is fixed to the intermediate cylindrical section, and the outer ring of the mud guard is used to separate and surround the intermediate cylindrical section and extend towards the section of spline.

13. A vehicle characterized by comprising: The vehicle comprises a wheel, a half shaft, and a power assembly as claimed in any one of claims 1-9, the power assembly is used to drive the wheel to rotate through the half shaft; wherein the half shaft comprises a mobile joint shaft as claimed in any one of claims 10-12, the first transmission section of the mobile joint shaft is used to embed the shaft hole of the output shaft of the power assembly.

14. The vehicle of claim 13, wherein, A section of cylinder of the mobile joint shaft is used to embed the shoulder section of the output shaft, and a section of spline of the mobile joint shaft is used to engage and drive the spline section of the output shaft, wherein: The radial gap between the section of cylinder and the shoulder section is less than the radial gap between the section of spline and the spline section.

15. The vehicle of claim 13 or 14, characterized in that The length of the section of cylinder is greater than the length of the shoulder section, and the length of the section of spline is greater than or equal to the length of the spline section along the axial direction of the output shaft.

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