Assembly structure of powertrain

Abstract

The utility model discloses a kind of assembly structure of power assembly, and power assembly includes disc motor and the reducer of being arranged at the outside of disc motor. Disc motor includes motor casing, and reducer includes the first planetary gear mechanism and the second planetary gear mechanism along the axial arrangement of disc motor, and the reducer casing is annularly arranged at the periphery of both. The assembly structure of power assembly includes outer peripheral fixing piece and internal fixing piece. Outer peripheral fixing piece is arranged between motor casing and reducer casing, to fix motor casing and reducer casing. Internal fixing piece is arranged between the first transmission shaft of first planetary gear mechanism and the output shaft of disc motor, to drive connection first transmission shaft and output shaft.

Description

Technical Field

[0001] This utility model relates to the field of electric drive system technology, and in particular to an assembly structure for a powertrain. Background Technology

[0002] A planetary gear reducer is a reducer with three planetary gears rotating around a sun gear. With the rapid development of the planetary gear reducer industry, more and more industries and companies are using planetary gear reducers. Existing robot joint modules typically use a two-stage reducer. To meet high torque requirements and internal wiring needs, the reducer is usually placed outside the disc motor, allowing for the design of a high-ratio planetary gear structure. However, existing assembly and fixing structures cannot meet the assembly stability requirements of the disc motor and reducer. Utility Model Content

[0003] The main purpose of this utility model is to propose an assembly structure for a powertrain, which aims to solve the problem of low assembly stability of existing disc motors and reducers.

[0004] To achieve the above objectives, this utility model proposes an assembly structure for a powertrain, the powertrain including a disc motor and a reducer disposed outside the disc motor, the disc motor including a motor housing, the reducer including a first-stage planetary gear mechanism and a second-stage planetary gear mechanism arranged along the axial direction of the disc motor, and a reducer housing surrounding both, the assembly structure of the powertrain including:

[0005] An outer peripheral fastener, disposed between the motor housing and the reducer housing, is used to fix the motor housing and the reducer housing; and,

[0006] An internal fixing component is located between the first drive shaft of the primary planetary gear mechanism and the output shaft of the disc motor, for transmitting power between the first drive shaft and the output shaft.

[0007] Optionally, a first wire-passing hole is provided in the output shaft, and a second wire-passing hole is provided in the first transmission shaft that communicates with the first wire-passing hole, wherein the diameter of the first wire-passing hole is larger than the diameter of the second wire-passing hole;

[0008] The output shaft has a first end facing the first drive shaft, and the inner wall of the first wire hole is provided with a mounting protrusion near the first end.

[0009] The first drive shaft has a second end facing the output shaft, and the second end is fixedly connected to the mounting protrusion at a local position corresponding to the periphery of the second wire hole by the internal fastener.

[0010] Optionally, the second end has a groove circumferentially formed at the periphery of the corresponding second wire hole. The side wall of the groove in the radial direction of the first drive shaft penetrates the outer wall of the first drive shaft. The second end is inserted into the first wire hole, and the bottom wall of the groove abuts against the mounting protrusion. The bottom wall of the groove and the mounting protrusion are fixedly connected by the internal fastener.

[0011] Optionally, the internal fastener is configured as a threaded connection structure.

[0012] Optionally, the powertrain assembly structure includes a plurality of internal fasteners, which are arranged at circumferential intervals along the first wire hole.

[0013] Optionally, the motor housing includes two outer shells spliced ​​together axially on the disc motor, one side of each outer shell is open, the two outer shells are joined together at the open sides, and a first mounting part is provided on the outer periphery of each outer shell;

[0014] The reducer housing is located on one side of the outer shell away from the other outer shell, and a second mounting part is provided on the outer peripheral side of the reducer housing, the second mounting part corresponding to the positions of the two first mounting parts;

[0015] The outer peripheral fastener is fixedly connected to the two first mounting parts and the second mounting part.

[0016] Optionally, a first mounting platform protrudes from the outer periphery of the housing, and the first mounting platform has a through hole along the axial direction of the disc motor;

[0017] A second mounting platform protrudes from the outer periphery of the reducer housing, and the second mounting platform has a threaded hole along the axial direction of the disc motor.

[0018] The outer peripheral fastener is configured as a bolt, which passes through two of the through holes in sequence and is threaded into the threaded hole;

[0019] The first mounting part includes the first mounting platform, and the second mounting part includes the second mounting platform.

[0020] Optionally, multiple first mounting portions are provided, and the multiple first mounting portions are arranged at intervals along the circumference of the outer casing;

[0021] Correspondingly, multiple second mounting parts are provided, and the multiple second mounting parts are arranged at intervals along the circumference of the reducer housing, with each second mounting part corresponding to one first mounting part;

[0022] Correspondingly, multiple peripheral fasteners are provided.

[0023] Optionally, the two housings include a first housing and a second housing that are mated together, and the reducer housing is connected to the first housing;

[0024] The assembly structure of the powertrain also includes a recess and a convex part that fit together, wherein one of the recess and the convex part is provided in the first housing and the other is provided in the reducer housing.

[0025] Optionally, the first-stage planetary gear mechanism includes an internal gear ring, which is disposed around the inner wall of the reducer housing;

[0026] The powertrain assembly structure also includes a gear ring retainer, which is located on the side of the inner gear ring facing the first housing, and the gear ring retainer is fixedly connected to the inner gear ring and the reducer housing;

[0027] The reducer housing has a protruding rib on its end face facing the first outer shell. The rib extends circumferentially along the reducer housing and is located around the gear ring fixing member.

[0028] The first outer casing is provided with a clearance groove on the end face facing the reducer housing, and the clearance groove is provided corresponding to the protruding rib and the gear ring fixing member;

[0029] The protrusion includes the rib, and the recess includes the clearance groove.

[0030] The technical solution provided by this utility model has at least the following advantages:

[0031] The powertrain assembly structure provided by this utility model includes: Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0033] Figure 1 A schematic diagram of a powertrain embodiment provided by this utility model;

[0034] Figure 2 for Figure 1 The assembly structure of the powertrain is shown in a cross-sectional view along AA.

[0035] Explanation of icon numbers:

[0036] 1000 Powertrain; 100 Assembly Structure; 1 Outer Peripheral Fixing Component; 2 Internal Fixing Component; 3 First Cable Passing Hole; 4 Second Cable Passing Hole; 5 Mounting Protrusion; 6 Groove; 61 Bottom Wall; 71 First Mounting Part; 72 Second Mounting Part; 73 First Mounting Platform; 74 Second Mounting Platform; 75 Gear Ring Fixing Component; 81 Recess; 82 Protrusion; 83 Rib; 84 Clearance Groove; 200 Disc Motor; 201 Motor Housing; 201a First Outer Housing; 201b Second Outer Housing; 202 Output Shaft; 300 Reducer; 301 First Stage Planetary Gear Mechanism; 302 Second Stage Planetary Gear Mechanism; 303 Reducer Housing; 304 First Drive Shaft; 305 Second Drive Shaft; 306 First Internal Gear Ring.

[0037] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0038] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0039] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0040] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0041] Vehicles are widely used in people's lives as a means of transportation. The powertrain is the core system in a vehicle responsible for generating and transmitting power. Taking electric vehicles as an example, their powertrain typically includes a disc motor and a reducer.

[0042] In order to improve the assembly stability of disc motor 200 and reducer 300, this utility model improves the assembly structure 100 of power assembly 1000. The assembly structure 100 of power assembly 1000 will be described below with reference to the accompanying drawings.

[0043] Please see Figure 1 and Figure 2 The powertrain 1000 includes a disc motor 200 and a reducer 300 disposed outside the disc motor 200. The disc motor 200 includes a motor housing 201. The reducer 300 includes a first-stage planetary gear mechanism 301 and a second-stage planetary gear mechanism 302 arranged along the axial direction of the disc motor 200, and a reducer housing 303 surrounding both of them.

[0044] The assembly structure 100 of the powertrain 100 includes an outer peripheral fastener 1, which is disposed between the motor housing 201 and the reducer housing 303 to fix the motor housing 201 and the reducer housing 303. By directly fixing the motor housing 201 and the reducer housing 303 with the outer peripheral fastener 1, a rigid connection between the two is achieved at the overall structural level. This housing-level fixation effectively limits the relative displacement of the motor and the reducer 300 in the axial and radial directions. Especially under vibration and impact conditions during vehicle operation, it reduces loosening or shaking caused by assembly gaps, significantly improving the overall structural stability of the powertrain 1000.

[0045] The assembly structure 100 of the powertrain 100 also includes an internal fastener 2. The internal fastener 2 is located between the first drive shaft 304 of the primary planetary gear mechanism 301 and the output shaft 202 of the disc motor 200, serving to drively connect the first drive shaft 304 and the output shaft 202. The internal fastener 2 not only achieves the drive connection between the first drive shaft 304 of the primary planetary gear mechanism 301 and the output shaft 202 of the disc motor 200, but also eliminates radial movement or axial offset during transmission through its fixing function. This ensures the accuracy of the power transmission path, reduces problems such as poor gear meshing and impact noise caused by relative displacement of components, thereby reducing power loss and improving transmission efficiency.

[0046] In this invention, the outer peripheral fixing member 1 is used to connect to the externally reinforced shell to resist the additional torque under the external layout; at the same time, the inner fixing member 2 is used to strengthen the rigidity of power transmission from the transmission core. The cooperation of the outer peripheral fixing member 1 and the inner fixing member 2 enables the powertrain 1000 to operate stably under high speed ratio and high torque conditions, avoiding the risk of failure due to structural weakness.

[0047] In one embodiment, a first wire-passing hole 3 is formed in the output shaft 202, and a second wire-passing hole 4 is formed in the first drive shaft 304, connecting to the first wire-passing hole 3. A wire-passing channel is formed through the first wire-passing hole 3 and the second wire-passing hole 4, providing installation space for wiring.

[0048] Specifically, the diameter of the first wire-passing hole 3 is larger than the diameter of the second wire-passing hole 4. The output shaft 202 of the disc motor 200 is the starting end of the wire-passing channel, which typically needs to accommodate multiple wires (such as motor signal lines, power lines, sensor connection lines, etc.) leading out from inside the motor. These wires may converge at this point, requiring more space to prevent them from tangling or being compressed. Therefore, the first wire-passing hole 3 has a larger diameter to meet the space requirements when multiple wires initially converge, reducing friction or interference between the wires.

[0049] The first drive shaft 304 of the reducer 300 belongs to the subsequent transmission link. After passing through the output shaft 202, the line may have been initially organized or the branches reduced. Therefore, a smaller diameter is sufficient for the second wire passage hole 4. This "larger at the front and smaller at the back" hole design can be flexibly adapted to the changes in the number and shape of the line in different transmission components, avoiding space waste while ensuring smooth line passage.

[0050] Meanwhile, the output shaft 202, the first drive shaft 304, and the second drive shaft 305, as core transmission components of the powertrain 1000, need to have sufficient structural strength to withstand loads such as torque and vibration. If all the cable guide holes are made with large diameters, it may weaken the structural strength of the first drive shaft 304 and the second drive shaft 305, affecting transmission stability.

[0051] By setting the diameter of the first wire-passing hole 3 to be larger than that of the second wire-passing hole 4, sufficient wiring space is ensured at the output shaft 202, while reducing the diameter of the wire-passing hole on the drive shaft, the structural strength of the first drive shaft 304 is minimized. This satisfies both the wiring layout function and the safety of the core transmission structure.

[0052] In one embodiment, the output shaft 202 has a first end facing the first drive shaft 304, and the inner wall of the first wire hole 3 is provided with a mounting protrusion 5 near the first end. The first drive shaft 304 has a second end facing the output shaft 202, and the mounting protrusion 5 is fixed to a local position corresponding to the second end at the periphery of the second wire hole 4 by an internal fastener 2.

[0053] Continuing from the above, the first drive shaft 304 of the first-stage planetary gear mechanism 301 is connected to the output shaft 202. In this embodiment, the output shaft 202 and the first drive shaft 304 must maintain a common central axis, which is crucial for stable power transmission. The mounting protrusion 5 is arranged around the inner wall of the first wire passage hole 3 near the first end, and precisely aligns with a local position corresponding to the periphery of the second wire passage hole 4 at the second end of the first drive shaft 304, forming a positioning reference "centered on the wire passage hole". The mating surfaces of the mounting protrusion 5 and the second end are distributed around the central axis of the wire passage, naturally providing a centering and guiding function.

[0054] Meanwhile, the relative positions of the two are fixed by the internal fastener 2, further eliminating assembly errors and ensuring that the axes of the output shaft 202 and the first transmission shaft 304 are completely aligned. This avoids axial misalignment caused by assembly errors, ensuring the coaxiality of the first wire hole 3 and the second wire hole 4, and ensuring that the wire passage is free from offset and misalignment at the junction, allowing the wires to pass smoothly and preventing wire compression or jamming due to passage misalignment.

[0055] Specifically, the second end has a groove 6 circumferentially formed at the periphery of the second wire hole 4. The groove 6 penetrates the outer wall of the first drive shaft 304 in the radial direction. The second end is inserted into the first wire hole 3, and the bottom wall 61 of the groove 6 abuts against the mounting protrusion 5. The bottom wall 61 of the groove 6 and the mounting protrusion 5 are fixed by the threaded connection structure.

[0056] In this embodiment, the second end is inserted into the first wire hole 3 to form a nested mating structure. The inner wall of the first wire hole 3 forms a radial constraint on the inserted second end, guiding the two axes to align and structurally reducing the offset error during assembly.

[0057] Meanwhile, the mounting convex edge 5 is installed on the inner wall of the first wire hole 3, and the bottom wall 61 of the groove 6 fits against it, forming an annular contact surface around the central axis, so that the circumferential positions of the two are completely corresponding, avoiding the axial tilt caused by circumferential misalignment.

[0058] This significantly improves the coaxiality of the output shaft 202 and the first drive shaft 304, ensuring precise connection between the first wire hole 3 and the second wire hole 4. The wiring can smoothly transition from the output shaft 202 to the first drive shaft 304, avoiding wire compression or jamming caused by misalignment of the channels.

[0059] This utility model does not impose specific restrictions on the connection method between the first drive shaft 304 and the output shaft 202. The first drive shaft 304 and the output shaft 202 can be connected by snap-fit, welding, or threaded connection.

[0060] In one embodiment, the internal fastener 2 is configured as a threaded connection structure.

[0061] Understandably, the output shaft 202 and the first transmission shaft 304 are key connecting components for transmitting power from the disc motor 200 to the first-stage planetary gear mechanism 301 of the reducer 300, and must withstand torque and vibration during transmission. The mounting protrusion 5 is a ring structure, connected to the periphery of the second end of the first transmission shaft 304, forming a force-bearing structure distributed circumferentially around the wire passage. The preload generated by the threaded connection allows the two to fit tightly together, dispersing the radial and axial loads during transmission and preventing loosening of the connection due to concentrated force.

[0062] Furthermore, compared to other connection methods (such as snap-fit ​​connections, welding, etc.), the detachability of threaded connections can compensate for wear after long-term use by adjusting the preload, maintain connection strength, reduce power transmission loss caused by vibration, and ensure efficient power transmission from the output shaft 202 to the first drive shaft 304.

[0063] This utility model does not impose a specific limit on the number of internal fasteners 2. The assembly structure 100 of the powertrain 1000 includes multiple internal fasteners 2, which are arranged at intervals along the circumference of the first wire hole 3.

[0064] Multiple internal fasteners 2 are arranged circumferentially along the first wire-passing hole 3, forming multiple connection points and fixing points between the output shaft 202 of the disc motor 200 and the first transmission shaft 304 of the first-stage planetary gear mechanism 301. This allows for a more even distribution of the force generated during torque transmission, preventing excessive stress on individual fasteners, thereby improving the stability and reliability of the connection and reducing the risk of power transmission interruption or component damage due to insecure fixing.

[0065] Meanwhile, the circumferentially spaced internal fasteners 2 can form a ring-shaped support structure around the first wire-passing hole 3, enhancing the structural rigidity of this area. During the operation of the powertrain 1000, especially under conditions of high torque output or vibration and impact, it can effectively resist deformation caused by force, maintain the relative positional accuracy between the disc motor 200 and the reducer 300, and ensure the accuracy and stability of power transmission.

[0066] In one embodiment, the motor housing 201 includes two outer shells spliced ​​together axially on the disc motor 200. One side of each outer shell is open, and the two open outer shells are joined together. A first mounting portion 71 is provided on the outer periphery of each outer shell.

[0067] The reducer housing 303 is located on one side of one of the outer housings, away from the other outer housing. A second mounting portion 72 is provided on the outer periphery of the reducer housing 303, and the second mounting portion 72 corresponds to the positions of the two first mounting portions 71. The outer peripheral fastener 1 is fixedly connected to the two first mounting portions 71 and the second mounting portion 72.

[0068] The motor housing 201 consists of two axially joined outer shells. Its open-joint structure provides space for internal assembly, but the joint can easily become a weak point. The first mounting portion 71 on the outer periphery of the outer shell and the second mounting portion 72 of the reducer housing 303 are simultaneously fixed by the outer periphery fastener 1. This eliminates the risk of loosening of the motor housing 201 itself by fixing the first mounting portion 71 of the two outer shells, and achieves a rigid connection between the motor and the reducer 300 by connecting the second mounting portion 72. In this way, it can effectively resist the axial force, radial force, and torque generated by the disc motor 200 and the reducer 300 during operation, preventing cracking at the joint of the motor housing 201 or relative displacement between the motor and the reducer 300, and significantly improving the overall structural rigidity of the powertrain 1000.

[0069] Meanwhile, the power output of the motor during operation and the reaction force of the reducer 300 are transmitted through the housing. If the mounting positions are not corresponding or the fixing points are scattered, local stress concentration is likely to occur. In this embodiment, the second mounting part 72 of the reducer housing 303 corresponds to the first mounting part 71 of the two outer shells and is connected by the same outer peripheral fastener 1. This allows the force to be evenly distributed to the two outer shells and the reducer housing 303 through the outer peripheral fastener 1, avoiding excessive stress on a single mounting part or splice, reducing the risk of failure such as deformation and cracks caused by stress concentration, and extending the service life of the motor housing 201 and the reducer housing 303.

[0070] Furthermore, the outer peripheral fastener 1 secures the splicing of the two outer shells, as well as the motor housing 201 and the reducer housing 303. This integrated fastening method reduces the number of fasteners and installation steps, lowers assembly complexity, and avoids positioning deviations caused by multiple sets of fasteners, thereby improving assembly efficiency and accuracy.

[0071] Specifically, a first mounting platform 73 protrudes from the outer periphery of the housing, and the first mounting platform 73 has a through hole along the axial direction of the disc motor 200. A second mounting platform 74 protrudes from the outer periphery of the reducer housing 303, and the second mounting platform 74 has a threaded hole along the axial direction of the disc motor 200.

[0072] The outer peripheral fastener 1 is configured as a bolt, which passes through two through holes in sequence and is threaded into the threaded holes. The first mounting part 71 includes a first mounting platform 73, and the second mounting part 72 includes a second mounting platform 74.

[0073] Bolted connections provide strong axial force, allowing the motor housing 201 and the reducer housing 303 to be tightly connected together via the first mounting platform 73 and the second mounting platform 74. This effectively resists external forces such as vibration and impact during vehicle operation, preventing relative displacement between the two and thus enhancing the overall structural stability and reliability of the powertrain 1000.

[0074] Furthermore, bolted connections are a detachable connection method. When it is necessary to inspect, maintain, or replace a component of the powertrain 1000, simply loosen the bolts with a tool to separate the motor housing 201 and the reducer housing 303. The operation is simple and convenient, reducing maintenance costs and difficulties.

[0075] This invention does not impose a specific limit on the number of internal fasteners 2. Multiple first mounting portions 71 are provided, spaced apart along the circumference of the outer casing. Correspondingly, multiple second mounting portions 72 are provided, spaced apart along the circumference of the reducer housing 303, with each second mounting portion 72 corresponding to one first mounting portion 71. Correspondingly, multiple external fasteners 1 are provided.

[0076] In this embodiment, multiple mounting parts are distributed circumferentially at intervals, and in conjunction with a corresponding number of outer peripheral fasteners 1, the connection force between the motor housing 201 and the reducer housing 303 can be evenly distributed across the entire circumference. Compared to single-point or a few-point fixing, this design can avoid problems such as housing deformation and mounting platform cracking caused by excessive local stress, significantly reduce the risk of stress concentration, and extend the service life of the motor housing 201, reducer housing 303, and fasteners.

[0077] Meanwhile, the multiple fixed points spaced circumferentially form a ring constraint, which can restrict the relative movement of the motor housing 201 and the reducer housing 303 from different directions, resisting both axial separation tendencies and constraining radial offset and circumferential torsion. In this way, the additional torque brought by the outer layout can be effectively offset, ensuring that the two can maintain a precise relative position under complex working conditions, and improving the overall structural stability of the powertrain 1000.

[0078] Furthermore, the multiple circumferentially corresponding mounting parts and fasteners are equivalent to setting multiple positioning references on the circumference. During assembly, the coaxiality and axial position of the motor housing 201 and the reducer housing 303 can be quickly calibrated by multi-point alignment, reducing the overall assembly error caused by deviation of a single reference.

[0079] In one embodiment, the two housings include a first housing 201a and a second housing 201b that are mated together, and the reducer housing 303 is connected to the first housing 201a. The assembly structure 100 of the powertrain 100 also includes a recess 81 and a protrusion 82 that fit together, one of which is provided in the first housing 201a and the other is correspondingly provided in the reducer housing 303.

[0080] In this embodiment, the convex-concave mating structure serves as a guide and alignment mechanism during assembly. When the first housing 201a mates with the reducer housing 303, the insertion of the protrusion 82 into the recess 81 automatically calibrates their relative positions, quickly achieving precise alignment of the circumferential angle and radial position. This avoids difficulties in installing fasteners due to housing misalignment, significantly improving assembly efficiency and accuracy.

[0081] Simultaneously, the mating concave-convex structure, through the mechanical interlocking of the contact surfaces, forms an additional rigid constraint between the first outer shell 201a and the reducer housing 303, working synergistically with the outer peripheral fastener 1. Radially, the enveloping effect of the concave portion 81 on the convex portion 82 directly resists the radial relative displacement between the two, reducing the shear stress generated by the radial force on the outer peripheral fastener 1. Circumferentially, the side contact of the concave-convex fit can transmit part of the circumferential torque, sharing the torsional load of the outer peripheral fastener 1. Axially, the depth of the concave-convex fit limits excessive axial proximity and the axial preload of the mating bolts, forming a more stable axial constraint.

[0082] Specifically, the first-stage planetary gear mechanism 301 includes a first internal gear ring 306, which is disposed around the inner wall of the reducer housing 303. The assembly structure 100 of the powertrain 100 also includes a gear ring fixing member 75, which is disposed on the side of the first internal gear ring 306 facing the first housing 201a, and the gear ring fixing member 75 fixes the first internal gear ring 306 to the reducer housing 303.

[0083] The first-stage planetary gear mechanism 301 is the core transmission component of the reducer 300. The first internal gear ring 306 serves as the meshing basis for the planetary gears and will bear huge radial and circumferential reaction forces during high torque transmission. The gear ring fixing component 75 directly fixes the first internal gear ring 306 to the reducer housing 303, which can effectively limit the circumferential rotation and radial displacement of the internal gear ring, prevent it from loosening or shifting due to force, and ensure the meshing accuracy between the planetary gears and the internal gear ring.

[0084] The reducer housing 303 has a protruding rib 83 on its end face facing the first outer shell 201a. The rib 83 extends circumferentially along the reducer housing 303 and is located around the gear ring fixing member 75. The first outer shell 201a has a clearance groove 84 on its end face facing the reducer housing 303. The clearance groove 84 corresponds to the protruding rib 83 and the gear ring fixing member 75. The protrusion 82 includes the protruding rib 83, and the recess 81 includes the clearance groove 84.

[0085] During assembly, the process of the rib 83 being embedded into the clearance groove 84 can automatically calibrate the circumferential angle and radial position of the reducer housing 303 and the first outer shell 201a, ensuring the coaxiality of the reducer housing 303 and the first outer shell 201a, and providing a precise benchmark for the subsequent installation of the outer peripheral fastener 1 and the docking of the internal transmission components.

[0086] The reducer housing 303 needs to withstand the huge reaction force transmitted by the internal gear ring at the position corresponding to the first internal gear ring 306, and the fixing point of the gear ring fixing member 75 easily makes this area a stress concentration area. The rib 83 extends circumferentially along the reducer housing 303 and is located outside the gear ring fixing member 75, which is equivalent to forming a ring-shaped reinforcing rib in this area. It can significantly improve the local structural rigidity of the reducer housing 303, disperse the load transmitted by the internal gear ring, and prevent the housing from deforming due to excessive local stress.

[0087] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the concept of the present utility model and using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included in the patent protection scope of the present utility model.

Claims

1. An assembly structure for a powertrain, characterized in that, The powertrain includes a disc motor and a reducer disposed outside the disc motor. The disc motor includes a motor housing, and the reducer includes a primary planetary gear mechanism and a secondary planetary gear mechanism arranged along the axial direction of the disc motor, and a reducer housing surrounding both. The assembly structure of the powertrain includes: An outer peripheral fastener, disposed between the motor housing and the reducer housing, is used to fix the motor housing and the reducer housing; and, An internal fixing component is located between the first drive shaft of the primary planetary gear mechanism and the output shaft of the disc motor, for transmitting power between the first drive shaft and the output shaft.

2. The powertrain mounting structure according to claim 1, characterized by A first wire-passing hole is provided in the output shaft, and a second wire-passing hole is provided in the first transmission shaft that connects to the first wire-passing hole. The diameter of the first wire-passing hole is larger than the diameter of the second wire-passing hole. The output shaft has a first end facing the first drive shaft, and the inner wall of the first wire hole is provided with a mounting protrusion near the first end. The first drive shaft has a second end facing the output shaft, and the second end is fixedly connected to the mounting protrusion at a local position corresponding to the periphery of the second wire hole by the internal fastener.

3. The powertrain assembly arrangement of claim 2, wherein, The second end has a groove circumferentially formed at the periphery of the corresponding second wire hole. The side wall of the groove in the radial direction of the first drive shaft penetrates the outer wall of the first drive shaft. The second end is inserted into the first wire hole, and the bottom wall of the groove abuts against the mounting protrusion. The bottom wall of the groove and the mounting protrusion are fixedly connected by the internal fastener.

4. The powertrain assembly arrangement of claim 3, wherein, The internal fastener is configured with a threaded connection structure.

5. The powertrain assembly arrangement of claim 3, wherein, The powertrain assembly structure includes multiple internal fasteners, which are arranged at circumferential intervals along the first wire hole.

6. The powertrain assembly arrangement of claim 1, wherein, The motor housing includes two outer shells spliced ​​together axially on the disc motor. One side of each outer shell is open, and the two open outer shells are joined together. A first mounting part is provided on the outer periphery of each outer shell. The reducer housing is located on one side of the outer shell away from the other outer shell, and a second mounting part is provided on the outer peripheral side of the reducer housing, the second mounting part corresponding to the positions of the two first mounting parts; The outer peripheral fastener is fixedly connected to the two first mounting parts and the second mounting part.

7. The assembly structure of the powertrain according to claim 6, characterized in that, A first mounting platform protrudes from the outer periphery of the housing, and the first mounting platform has a through hole along the axial direction of the disc motor. A second mounting platform protrudes from the outer periphery of the reducer housing, and the second mounting platform has a threaded hole along the axial direction of the disc motor. The outer peripheral fastener is configured as a bolt, which passes through two of the through holes in sequence and is threaded into the threaded hole; The first mounting part includes the first mounting platform, and the second mounting part includes the second mounting platform.

8. The powertrain assembly arrangement of claim 6, wherein, Multiple first mounting portions are provided, and the multiple first mounting portions are arranged at intervals along the circumference of the outer shell; Correspondingly, multiple second mounting parts are provided, and the multiple second mounting parts are arranged at intervals along the circumference of the reducer housing, with each second mounting part corresponding to one first mounting part; Correspondingly, multiple peripheral fasteners are provided.

9. The powertrain assembly arrangement of claim 6, wherein, The two housings include a first housing and a second housing that are joined together, and the reducer housing is connected to the first housing. The assembly structure of the powertrain also includes a recess and a convex part that fit together, wherein one of the recess and the convex part is provided in the first housing and the other is provided in the reducer housing.

10. The powertrain assembly arrangement of claim 9, wherein, The first-stage planetary gear mechanism includes a first internal gear ring, which is disposed around the inner wall of the reducer housing; The powertrain assembly structure also includes a gear ring retainer, which is located on the side of the first inner gear ring facing the first outer shell, and the gear ring retainer is fixedly connected to the first inner gear ring and the reducer housing. The reducer housing has a protruding rib on its end face facing the first outer shell. The rib extends circumferentially along the reducer housing and is located around the gear ring fixing member. The first outer casing is provided with a clearance groove on the end face facing the reducer housing, and the clearance groove is provided corresponding to the protruding rib and the gear ring fixing member; The protrusion includes the rib, and the recess includes the clearance groove.

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