An electric drive system for a new energy vehicle

Abstract

The utility model discloses a new energy automobile's electric drive system, including drive motor, controller, speed reducer, differential, its characterized in that: drive motor and controller install in left casing, speed reducer and differential install in a right casing. The motor output shaft of this scheme is combined with the input shaft of speed reducer, and the input shaft of speed reducer is gear spline cover, and is connected with the motor output shaft through the mode of hot pressing, reduces two bearings required in the input end of speed reducer simultaneously, reduces a product assembly process, and the requirement of light weight, cost reduction is completed from product and technology, because of eliminating spline gap and reducing two bearings, reduce the loss in system function transmission process, improve transmission efficiency.

Description

Technical Field

[0001] This utility model relates to the field of electric drive axles, specifically to an electric drive system for new energy vehicles. Background Technology

[0002] Against the backdrop of the continuous development of the new energy vehicle industry, electric drive systems, as core components, are constantly evolving towards high integration, lightweight, high efficiency, and low cost. Among these advancements, the application of high-voltage platforms and high-speed motor technology have become important trends in the industry.

[0003] However, current electric drive systems still have many unresolved technical shortcomings. Firstly, the motor, controller, and reducer often employ independent design patterns, resulting in a larger overall system footprint and significantly increased casting costs, making it difficult to meet the vehicle's requirements for compact layout and cost control. Secondly, the motor output shaft and gear input shaft are typically connected via a spline structure. This assembly method is prone to reliability issues such as spline wear and shaft frequency noise, and it also places extremely high demands on spline machining precision, further increasing manufacturing costs. Thirdly, during energy transmission, the spline mating structure generates kinetic energy transfer losses, leading to a decrease in the overall transmission efficiency of the electric drive system, which in turn adversely affects the vehicle's range performance. Utility Model Content

[0004] To address the aforementioned technical problems, this utility model provides an electric drive system for new energy vehicles. It adopts a design where the motor and controller share a single housing, a portion of the reducer housing is shared with the motor-controller housing, and the reducer input shaft is coaxial with the motor shaft. This design ensures that the entire electric drive system is small in size, light in weight, highly efficient, and low in cost, meeting the requirements for the future development of new energy vehicle models.

[0005] This utility model is achieved using the following technical solution: An electric drive system for a new energy vehicle includes a drive motor, a controller, a reducer, and a differential, characterized in that: the drive motor and the controller are installed in a left housing, and the reducer and the differential are installed in a right housing; the middle part of the left housing is a drive motor mounting cavity, and the upper part of the drive motor mounting cavity is a controller mounting cavity; the middle part of the right housing is a gear set mounting cavity, and the lower part of the gear set mounting cavity is a differential mounting cavity; The motor output shaft of the drive motor is fixedly connected to the gear spline sleeve. Both ends of the motor output shaft are supported in the left housing by bearings, and one end of the motor output shaft, which is hot-pressed with the gear spline sleeve, extends into the gear mounting cavity in the right housing to form a cantilever gear shaft.

[0006] Furthermore, the gear spline sleeve press-fitted on the cantilever gear shaft meshes with the driven gear on the reducer gear set.

[0007] Furthermore: the motor output shaft and the gear spline sleeve are assembled by hot pressing.

[0008] Furthermore: the left housing includes a motor housing body, a motor rear cover, a motor front cover, and a controller end cover. The middle part of the motor housing body is a drive motor mounting cavity, and the upper side of the drive motor is a controller mounting cavity. The motor rear cover is installed on the left side of the drive motor mounting cavity, the motor front cover is installed on the right side of the drive motor mounting cavity, and the controller end cover is installed on the upper side of the controller mounting cavity. The motor rear cover, motor front cover, and controller end cover are respectively connected to the motor housing body by bolts.

[0009] Furthermore: the right housing includes a reducer housing body, a reducer rear cover, and a differential end cover; the reducer housing body has a gear set mounting cavity in the middle, and a differential mounting cavity is located below the gear set mounting cavity; the reducer rear cover is installed on the right side of the gear set mounting cavity, the left side of the gear set mounting cavity mates with the motor front end cover, and the differential end cover is installed on the lower side of the differential mounting cavity; the reducer rear cover, differential end cover, and motor front end cover are respectively connected to the reducer housing body by bolts.

[0010] The advantages of this utility model are: This invention combines the motor output shaft with the reducer input shaft. The reducer input shaft is transformed into a gear spline sleeve and connected to the motor output shaft via hot pressing. This eliminates the gaps caused by ordinary spline connections, avoiding many problems such as wear and abnormal shaft frequency noise caused by ordinary spline fits. At the same time, it reduces the two bearings required at the reducer input end, reducing one product assembly process. It achieves the requirements of lightweighting and cost reduction in terms of both product and process. By eliminating spline gaps and reducing two bearings, it reduces losses during system function transmission and improves transmission efficiency.

[0011] The drive motor and controller of this invention are housed in a shared housing, with a portion of the reducer housing shared with the motor housing. This results in a compact overall structure, reduced size, and a high degree of product integration. The two housings can be made of different materials, such as aluminum or cast iron, thus avoiding the localized strength redundancy caused by a one-piece structure. Using different materials also reduces weight, achieving product lightweighting. Attached Figure Description

[0012] Figure 1 This is a cross-sectional structural diagram of the present invention; Figure 2 This is a schematic diagram of the external structure of this utility model; Figure 3 This is an exploded view of the present invention.

[0013] The numbers in the diagram are explained as follows: 1 is the drive motor, 2 is the controller, 3 is the reducer, 4 is the differential, 5 is the left housing, and 6 is the right housing. 1.1 is the motor output shaft, 3.1 is the gear spline sleeve, 3.2 is the reducer gear set, 5.1 is the motor housing body, 5.2 is the motor rear cover, 5.3 is the motor front cover, and 5.4 is the controller end cover; 6.1 is the reducer housing body, 6.2 is the reducer rear cover, and 6.3 is the differential end cover. Detailed Implementation

[0014] according to Figures 1 to 3 This utility model describes the specific structure of an electric drive system for a new energy vehicle, including a drive motor 1, a controller 2, a reducer 3, and a differential 4. The drive motor 1 and the controller 2 are installed in a left housing 5. The left housing 5 includes a motor housing body 5.1, a motor rear cover 5.2, a motor front cover 5.3, and a controller end cover 5.4. The middle part of the left housing 5 is the drive motor mounting cavity, and the upper side of the drive motor 1 is the controller mounting cavity. The motor rear cover 5.2 is installed on one side of the drive motor mounting cavity, the motor front cover 5.3 is installed on the other side of the drive motor mounting cavity, and the controller end cover 5.4 is installed on the upper side of the controller mounting cavity. The motor rear cover 5.2, the motor front cover 5.3, and the controller end cover 5.4 are all connected to the motor housing body 5.1 using bolts. The reducer 3 and differential 4 are installed within a right housing 6. The right housing 6 includes a reducer housing body 6.1, a reducer rear cover 6.2, and a differential end cover 6.3. The middle of the right housing 6 is a gear set mounting cavity, and the lower side of the reducer gear set 3.2 is a differential mounting cavity. The reducer rear cover 6.2 is installed on one side of the gear set mounting cavity, the motor front cover 5.3 is installed on the other side of the gear set mounting cavity, and the differential end cover 6.3 is installed on the lower side of the differential mounting cavity. The reducer rear cover 6.2 and the differential end cover 6.3 are both connected to the reducer housing body 6.1 with bolts. The motor front cover 5.3 is shared by both the motor housing body 5.1 and the reducer housing body 6.1 and is connected to both with bolts.

[0015] The motor output shaft 1.1 of the drive motor 1 is hot-pressed together with the gear spline sleeve 3.1. Near both ends (the right end support point is located on the left side of the gear spline sleeve), it is supported by bearings in the drive motor mounting cavity. One end of the gear spline sleeve 3.1, which is hot-pressed together with the gear spline sleeve 3.1, extends into the gear mounting cavity in the reducer housing 6.1 to form a cantilever gear shaft. The gear spline sleeve 3.1 pressed on the cantilever gear shaft meshes with the driven gear on the reducer gear set 3.2.

[0016] This invention is applied to electric vehicle axles. By integrating the drive motor 1, controller 2, and reducer 3 into a single drive module assembly, space occupancy is reduced. Flexible material selection for each housing component reduces weight and lowers product costs. The motor output shaft 1.1 is integrated with the reducer input shaft. The gear spline sleeve 3.1 is assembled onto the motor output shaft 1.1 using a hot-pressing process, eliminating spline backlash and avoiding shaft frequency noise issues caused by spline wear, impacts, and the differences in shaft frequency resulting from ordinary spline connections. Simultaneously, the cantilever structure reduces the number of bearings required for assembling the input shaft of a conventional reducer, eliminating one assembly step. The elimination of spline backlash and the reduction in bearings also reduce energy loss during transmission, improving the overall system's transmission efficiency.

[0017] The main reducer of this utility model has a simple structure and high assembly efficiency, and can be used for the front drive axle and rear drive axle of off-road vehicles.

[0018] It should be noted that in this solution, the terms "left housing" and "right housing" are used for ease of distinction, defined by the left and right sides shown in the attached drawings. The use of these terms is not intended to limit the scope. In this solution, the connection relationships between the drive motor, controller, reducer, differential, etc., and the various housings, unless otherwise specified, represent existing technology.

[0019] The above detailed description is a description of a feasible embodiment of the present utility model. This embodiment is not intended to limit the scope of the claims of the present utility model. All other equivalent changes and modifications made without departing from the scheme disclosed in the present utility model are included in the protection scope covered by the present utility model.

Claims

1. An electric drive system for a new energy vehicle, comprising a drive motor (1), a controller (2), a reducer (3), and a differential (4), characterized in that: The drive motor (1) and controller (2) are installed in the left housing (5), and the reducer (3) and differential (4) are installed in a right housing (6); The middle part of the left housing (5) is the drive motor mounting cavity, and the upper part of the drive motor (1) mounting cavity is the controller (2) mounting cavity; the middle part of the right housing (6) is the gear set mounting cavity, and the lower part of the gear set mounting cavity is the differential mounting cavity; The motor output shaft (1.1) of the drive motor (1) is fixedly connected to the gear spline sleeve (3.1). Both ends of the motor output shaft (1.1) are supported in the left housing (5) by bearings, and one end of the motor output shaft (1.1) is heat-pressed with the gear spline sleeve (3.1) and extends into the gear mounting cavity in the right housing (6) to form a cantilever gear shaft.

2. The electric drive system for a new energy vehicle according to claim 1, characterized in that: The gear spline sleeve pressed onto the cantilever gear shaft meshes with the driven gear on the reducer gear set (3.2).

3. The electric drive system for a new energy vehicle according to claim 1, characterized in that: The motor output shaft (1.1) and the gear spline sleeve (3.1) are assembled by hot pressing.

4. The electric drive system for a new energy vehicle according to claim 1, characterized in that: The left housing (5) includes a motor housing body (5.1), a motor rear cover (5.2), a motor front cover (5.3), and a controller end cover (5.4). The middle part of the motor housing body (5.1) is the drive motor mounting cavity, and the upper side of the drive motor (1) is the controller mounting cavity. The motor rear cover (5.2) is installed on the left side of the drive motor mounting cavity, the motor front cover (5.3) is installed on the right side of the drive motor mounting cavity, and the controller end cover (5.4) is installed on the upper side of the controller mounting cavity. The motor rear cover (5.2), the motor front cover (5.3), and the controller end cover (5.4) are respectively connected to the motor housing body (5.1) by bolts.

5. The electric drive system for a new energy vehicle according to claim 1, characterized in that: The right housing (6) includes a reducer housing body (6.1), a reducer rear cover (6.2), and a differential end cover (6.3); the reducer housing body (6.1) has a gear set mounting cavity in the middle, and a differential mounting cavity on the lower side of the gear set mounting cavity; the reducer rear cover (6.2) is installed on the right side of the gear set mounting cavity, and the left side of the gear set mounting cavity is matched with the motor front end cover (5.3); the differential end cover (6.3) is installed on the lower side of the differential mounting cavity; the reducer rear cover (6.2), the differential end cover (6.3), and the motor front end cover (5.3) are respectively connected to the reducer housing body (6.1) by bolts.

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