Powertrains and vehicles

Abstract

The utility model discloses a kind of power assembly and vehicle, it is related to power assembly technical field, wherein, power assembly includes motor, speed reducer and first limiting structure, motor includes motor shaft;Speed reducer includes hollow speed reducer shaft, at least part of the motor shaft is inserted into the speed reducer shaft, to form coincident area between the two;First limiting structure is located at the coincident area, the first limiting structure includes first limiting part arranged in the speed reducer shaft and second limiting part arranged in the motor shaft, the contact of the first limiting part and the second limiting part is used to limit the axial movement of the motor shaft.The technical scheme provided by the utility model aims to avoid the influence of limiting structure in power assembly on oil seal, avoid oil seal failure, improve the use safety of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of powertrain technology, and in particular to a powertrain and a vehicle. Background Technology

[0002] The vehicle's powertrain includes an electric motor and a reducer. The motor shaft and the reducer shaft are connected by bearings, thereby realizing the transmission connection between the motor and the reducer, so that the power of the motor can be transmitted to the reducer.

[0003] Currently, the axial end faces of the motor shaft and the reducer shaft are designed to fit together to limit the axial movement of the motor shaft toward the reducer shaft.

[0004] However, the motor shaft and the reducer shaft are connected by a spline clearance, which causes fretting at the contact point during transmission. This is especially problematic for water-cooled motors, where the limiting surface is located within the motor cavity; prolonged fretting can lead to wear on this surface. Since the limiting surface is close to the motor's oil seal, wear on this surface could cause the oil seal to fail. Utility Model Content

[0005] The main purpose of this utility model is to propose a powertrain and vehicle that aims to avoid the influence of the limiting structure in the powertrain on the oil seal, prevent oil seal failure, and improve the safety of vehicle use.

[0006] To achieve the above objectives, the powertrain proposed in this utility model includes: Electric motor, including motor shaft; A speed reducer, comprising a hollow speed reducer shaft, wherein at least a portion of the motor shaft extends into the speed reducer shaft to form an overlapping area between them; and A first limiting structure is provided in the overlapping area. The first limiting structure includes a first limiting part provided on the reducer shaft and a second limiting part provided on the motor shaft. The contact between the first limiting part and the second limiting part is used to limit the axial movement of the motor shaft.

[0007] In one embodiment, along the axial direction of the motor shaft, a first sealing element and a second sealing element are respectively provided on opposite sides of the first limiting structure.

[0008] In one embodiment, the first seal is disposed between the motor shaft and the reducer shaft along the radial direction of the motor shaft, and the first seal is disposed in the overlapping area and located at one end of the overlapping area facing the motor shaft.

[0009] In one embodiment, a sealing plug is further provided inside the reducer shaft, and a second sealing element is provided between the sealing plug and the reducer shaft along the radial direction of the reducer shaft, with a gap between the second sealing element and the overlapping area.

[0010] In one embodiment, a lubrication cavity is formed between the first seal and the second seal, and the lubrication cavity is filled with lubricating material.

[0011] In one embodiment, the reducer shaft is provided with an anti-detachment groove, and the sealing plug is provided with an anti-detachment protrusion, which engages with the anti-detachment groove.

[0012] In one embodiment, the reducer shaft includes a first spline structure, the first limiting portion and the first spline structure are integrated, and the first limiting portion is located at one end of the first spline structure facing the motor shaft; or, the first limiting portion and the first spline structure are separately disposed, and the first limiting portion is located on the side of the first spline structure closer to the motor shaft.

[0013] In one embodiment, the powertrain further includes a redundant limiting structure located outside the overlapping area. The redundant limiting structure includes a first redundant portion located at one end of the reducer shaft facing the motor shaft, and a second redundant portion located on the motor shaft that does not extend into the reducer shaft. A first gap is provided between the first redundant portion and the second redundant portion, and the first gap is greater than the distance between the first limiting portion and the second limiting portion.

[0014] In one embodiment, a first bearing is provided at the end of the motor shaft away from the reducer shaft. The powertrain also includes an assembly housing and a second limiting structure. The second limiting structure includes a third limiting part disposed on the first bearing and a fourth limiting part disposed on the assembly housing. The third limiting part is used to abut against the fourth limiting part to limit the axial movement of the motor shaft.

[0015] In one embodiment, a buffer element is further provided between the first bearing and the assembly housing.

[0016] This utility model also proposes a vehicle including the aforementioned powertrain.

[0017] The technical solution of this utility model involves incorporating a motor, a reducer, and a first limiting structure into the powertrain. The motor includes a motor shaft, and the reducer includes a hollow reducer shaft, with at least a portion of the motor shaft extending into the reducer shaft to form an overlapping area between them. The first limiting structure is located within this overlapping area and includes a first limiting portion on the reducer shaft and a second limiting portion on the motor shaft. The contact between the first and second limiting portions restricts axial movement of the motor shaft. By placing the first limiting structure within the overlapping area, the location of the motor's oil seal is avoided, thus preventing wear of the first limiting structure from affecting the motor's oil seal, which is beneficial for oil seal maintenance and vehicle safety. Attached Figure Description

[0018] 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.

[0019] Figure 1 A schematic diagram of a powertrain embodiment provided by this utility model; Figure 2 for Figure 1 A partially enlarged view of the first limiting structure and the redundant limiting structure in the diagram; Figure 3 for Figure 1 A schematic diagram of the structure of a reducer shaft in one embodiment; Figure 4 for Figure 1 A schematic diagram of another embodiment of the reducer shaft; Figure 5 for Figure 1 A magnified view of a portion of the sealing plug; Figure 6 for Figure 1 A magnified view of the second limiting structure in the image.

[0020] Explanation of icon numbers: 100. Reducer shaft; 110. First spline structure; 120. Anti-detachment groove; 200. Motor shaft; 300, Lubrication cavity; 310, First seal; 320, Second seal; 330, Sealing plug; 331, Anti-detachment protrusion; 400. First limiting structure; 410. First limiting part; 420. Second limiting part; 500. Redundant limiting structure; 510. First redundancy part; 520. Second redundancy part; 530. First gap; 600. Second limiting structure; 610. Third limiting part; 620. Fourth limiting part; 710. First bearing; 720. Assembly housing; 800, buffer components.

[0021] 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

[0022] 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 scope of protection of the present utility model.

[0023] 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 specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0024] 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 use of "and / or" or "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.

[0025] The vehicle's powertrain includes an electric motor and a reducer. The motor shaft and the reducer shaft are connected by bearings, thereby realizing the transmission connection between the motor and the reducer, so that the power of the motor can be transmitted to the reducer.

[0026] The motor shaft and reducer shaft are typically fixed to the powertrain housing by bearings. In one embodiment, the powertrain is an integrated three-bearing support structure. Specifically, the motor shaft and reducer shaft are concentric shafts, with one fitted over the other. Taking the reducer shaft fitted over the motor shaft as an example, along the axial direction of the motor shaft, a bearing is fitted at the end of the reducer shaft away from the motor shaft, a bearing is fitted at the connection between the reducer shaft and the motor shaft, and a bearing is fitted at the end of the motor shaft away from the reducer shaft. These three bearings are respectively connected and fixed to the housing, thereby achieving a fixed installation of the motor shaft and reducer shaft. Of course, in other embodiments, the powertrain can also be a two-bearing support structure, a four-bearing support structure, or other forms of support structure.

[0027] When the powertrain is subjected to external impacts, the motor shaft may experience axial movement. Currently, the axial end faces of the motor shaft and the reducer shaft are designed to fit together to limit the axial movement of the motor shaft toward the reducer shaft.

[0028] However, the motor shaft and the reducer shaft are connected by a spline clearance, which causes fretting at the contact point during transmission. This is especially problematic for water-cooled motors, where the limiting surface is located within the motor cavity; prolonged fretting will cause wear on this surface. Since the limiting surface is close to the motor's oil seal, fretting wear can contaminate the oil seal lip, leading to seal failure. Severe wear on the limiting surface may result in excessive axial movement of the motor shaft, causing resolver failure and compromising vehicle safety.

[0029] This utility model proposes a powertrain.

[0030] Please see Figure 1 and Figure 2 In one embodiment of the present invention, the powertrain includes a motor, a reducer, and a first limiting structure 400. The motor includes a motor shaft 200; the reducer includes a hollow reducer shaft 100, and at least a portion of the motor shaft 200 extends into the reducer shaft 100 to form an overlapping area between the two.

[0031] Specifically, the reducer shaft 100 refers to the reducer input shaft. At least a portion of the motor shaft 200 extends into the hollow of the reducer shaft 100, thereby connecting the two in a transmission manner. The motor's power is transmitted to the reducer input shaft via the motor shaft 200. The reducer input shaft transmits torque to the reducer output shaft through a gear pair. The reducer output shaft transmits power to the axle or directly to the wheels, thereby driving the wheels to rotate and propelling the vehicle. After the motor shaft 200 extends into the reducer shaft 100, at least a portion of the motor shaft 200 and the reducer shaft 100 overlap; this overlapping portion is called the overlapping area.

[0032] The first limiting structure 400 is located in the overlapping area. The first limiting structure 400 includes a first limiting part 410 located on the reducer shaft 100 and a second limiting part 420 located on the motor shaft 200. The contact between the first limiting part 410 and the second limiting part 420 is used to limit the axial movement of the motor shaft.

[0033] Understandably, the motor shaft 200 may experience axial movement under certain conditions. The direction of movement includes a first direction closer to the reducer and a second direction farther away from the reducer. Correspondingly, the powertrain is provided with a first limiting structure 400 for limiting movement in the first direction and a second limiting structure 600 for limiting movement in the second direction. The second limiting structure 600 will be described in detail below, and the first limiting structure 400 will be described first.

[0034] Please see Figure 2 Specifically, the first limiting structure 400 includes a first limiting part 410 and a second limiting part 420. The first limiting part 410 is disposed on the reducer shaft 100, and the second limiting part 420 is disposed on the motor shaft 200. In one embodiment, the first limiting part 410 is configured as a limiting groove on the inner sidewall of the reducer, and the second limiting part 420 is configured as a limiting protrusion on the outer sidewall of the motor shaft 200. After the motor shaft 200 is inserted into the reducer shaft 100, the limiting protrusion cooperates with the groove wall of the limiting groove to limit the amount of movement when the motor shaft 200 moves in the first direction. Of course, in other embodiments, the first limiting part 410 may be configured as a limiting protrusion, and the second limiting part 420 may be configured as a limiting groove.

[0035] Understandably, when the motor shaft 200 does not move in the first direction, the first limiting part 410 and the second limiting part 420 can be in contact; or they can have a small gap between them. The amount of gap between the first limiting part 410 and the second limiting part 420 is the allowable amount of movement of the motor shaft 200 in the first direction.

[0036] Thus, compared to the prior art where the first limiting structure is placed close to the motor oil seal, this utility model places the first limiting structure in the overlapping area of ​​the motor shaft and the reducer shaft, thereby avoiding the position of the motor oil seal and thus avoiding the impact of wear on the motor oil seal caused by the first limiting structure. This is beneficial to the maintenance of the oil seal and the safety of vehicle use.

[0037] The technical solution of this utility model involves incorporating a motor, a reducer, and a first limiting structure 400 into the powertrain. The motor includes a motor shaft 200, and the reducer includes a hollow reducer shaft 100, with at least a portion of the motor shaft 200 extending into the reducer shaft 100 to form an overlapping area between them. The first limiting structure 400 is located within this overlapping area and includes a first limiting portion 410 on the reducer shaft 100 and a second limiting portion 420 on the motor shaft 200. The contact between the first limiting portion 410 and the second limiting portion 420 restricts the axial movement of the motor shaft 200. By placing the first limiting structure 400 within the overlapping area, the position of the motor's oil seal is avoided, thus preventing wear of the first limiting structure from affecting the motor's oil seal, which is beneficial for oil seal maintenance and vehicle safety.

[0038] Please see Figure 1 In an embodiment of this utility model, along the axial direction of the motor shaft 200, a first sealing element 310 and a second sealing element 320 are respectively provided on opposite sides of the first limiting structure 400.

[0039] Understandably, when the motor shaft 200 moves in the first direction, friction and wear will occur between the first limiting part 410 and the second limiting part 420. The wear of the two will produce debris. The first sealing rib 310 and the second sealing element 320 can seal the debris generated after wear in the space, prevent the debris from entering the oil passage of the powertrain, avoid the impact on the oil passage of the powertrain, and avoid the impact on the lubrication, heat dissipation and other performance of the powertrain.

[0040] In one embodiment, along the radial direction of the motor shaft 200, a first seal 310 is disposed between the motor shaft 200 and the reducer shaft 100, and the first seal 310 is disposed in the overlapping area and located at one end of the overlapping area facing the motor shaft 200.

[0041] Specifically, the first seal 310 is located in the overlapping area, at one end of the overlapping area facing the motor shaft 200, which is the end of the motor shaft 200 that extends into the reducer shaft 100. Along the radial direction of the motor shaft 200, the first seal 310 is located between the motor shaft 200 and the reducer shaft 100, thereby sealing the gap between the motor shaft 200 and the reducer shaft 100 and preventing debris generated by wear of the first limiting structure 400 from entering the motor's oil passages.

[0042] In one embodiment, the first sealing element 310 is configured as a first sealing ring, which is sleeved on the motor shaft 200, and the outer peripheral wall of the first sealing ring abuts against the inner peripheral wall of the reducer shaft 400. The first sealing ring can be made of silicone, rubber, or other materials. Of course, in other embodiments, the first sealing element 310 can also be a sealant or the like.

[0043] Please see Figure 1 and Figure 5 In an embodiment of this utility model, a sealing plug 330 is also provided inside the reducer shaft 100. A second sealing member 320 is provided between the sealing plug 330 and the reducer shaft 100 along the radial direction of the reducer shaft 100, and there is a gap between the second sealing member 320 and the overlapping area.

[0044] Understandably, in one embodiment, the hollow of the reducer shaft 100 is axially oriented. To prevent oil from the powertrain from entering the hollow of the reducer shaft 100, a sealing plug 330 is installed at the end of the reducer shaft 100 away from the motor shaft 200. In one embodiment, there is a gap between the sealing plug 330 and the motor shaft 200, that is, the sealing plug 330 is not in an overlapping area, so that if the motor shaft 200 moves axially in the first direction, the motor shaft 200 will not act on the sealing plug 330, causing the sealing plug 330 to dislodge from the reducer shaft 100.

[0045] Along the radial direction of the reducer shaft 100, a second seal 320 is disposed between the sealing plug 330 and the reducer shaft 100 to seal the gap between the sealing plug 330 and the reducer shaft 100. Thus, by utilizing the sealing plug 330, the second seal 320 is disposed on the sealing plug 330, thereby avoiding the need to additionally create a mounting position for the second seal 320 on the motor shaft 200, and reducing the machining steps of the motor shaft 200.

[0046] In one embodiment, the second seal 320 is configured as a second sealing ring, and the sealing plug 330 has a sealing groove. The second sealing ring is engaged in the sealing groove. When the sealing plug 330 is inserted into the reducer shaft 100, the outer wall of the second sealing ring abuts against the inner wall of the reducer shaft 100. In one embodiment, the second sealing ring is made of silicone, rubber, etc. Of course, in other embodiments, the second seal 320 can also be a sealant, etc.

[0047] In an embodiment of this utility model, a lubrication cavity 300 is formed between the first sealing member 310 and the second sealing member 320, and the lubrication cavity 300 is filled with lubricating material.

[0048] Understandably, the first limiting structure 400 is located within the lubrication cavity 300. The lubricating material within the lubrication cavity 300 lubricates the first limiting structure 400, thereby reducing wear on the first limiting structure 400. This prevents excessive axial movement of the motor shaft 200 due to severe wear of the first limiting structure 400, reduces the possibility of contamination of the oil seal lip, lowers the likelihood of oil seal failure, and also prevents rotational failure, thus improving vehicle safety. Simultaneously, it reduces debris generation, helps maintain the cleanliness of the lubrication cavity 300, and also benefits the service life of the powertrain. In one embodiment, the lubricating material is grease, lubricating oil, etc.

[0049] Please see Figure 5 In an embodiment of this utility model, the reducer shaft 100 is provided with an anti-detachment groove 120, and the sealing plug 330 is provided with an anti-detachment protrusion 331, which is engaged in the anti-detachment groove 120.

[0050] Understandably, to prevent the sealing plug 330 from detaching from the reducer shaft 100, the reducer shaft 100 has an anti-detachment groove 120 on its inner wall at the end away from the motor shaft 200, and the sealing plug 330 has an anti-detachment protrusion 331 at the end away from the motor shaft 200. The sealing plug 330 is interference-fitted with the reducer shaft 100 and is inserted into the reducer shaft 100 from the opening at the end away from the motor until the anti-detachment protrusion 331 is engaged in the anti-detachment groove 120. The configuration of the anti-detachment groove 120 and the anti-detachment protrusion 331 not only reminds the sealing plug 330 to be properly assembled, but also prevents the sealing plug 330 from detaching from the reducer shaft 100, thus preventing the sealing of the lubrication cavity 300 from failing and ensuring the lubrication effect on the first limiting structure 400.

[0051] Please see Figure 3 In an embodiment of this utility model, the reducer shaft 100 includes a first spline structure 110, a first limiting part 410 and the first spline structure 110 are integrated, and the first limiting part 410 is located at one end of the first spline structure 110 facing the motor shaft 200.

[0052] Specifically, the motor shaft 200 and the reducer shaft 100 are connected by splines. The reducer shaft 100 is provided with a first spline structure 110, and correspondingly, the motor shaft 200 is provided with a second spline structure. Thus, the first spline structure 110 and the second spline structure cooperate to achieve the transmission connection between the motor shaft 200 and the reducer shaft 100. It is understood that the end of the first spline structure 110 facing the motor shaft 200 can be a beveled end face, a chamfered end face, or other irregular end face to meet specific assembly or functional requirements. In one embodiment, the end face of the first spline structure 110 facing the motor shaft 200 is set as a right angle side to provide a limiting function as a first limiting part 410. In this way, integrating the first limiting part 410 onto the first spline structure 110 avoids the first limiting part 410 occupying excessive wall thickness of the reducer shaft 100 at other locations, thereby ensuring the structural strength of the reducer shaft 100.

[0053] Please see Figure 4 In another embodiment, the first limiting part 410 and the first spline structure 110 are separately arranged, with the first limiting part 410 located on the side of the first spline structure 110 closer to the motor shaft 200.

[0054] Specifically, when the wall thickness of the reducer shaft 100 is large, the first limiting part 410 and the first spline structure 110 can be set independently. A step is provided on the side of the first spline structure 110 near the motor shaft 200 to serve as the first limiting part 410 and provide a limiting function. It is understandable that regardless of whether the first limiting part 410 and the first spline structure 110 are integrated or separately set, the second limiting part 420 on the motor shaft 200 is adapted to the first limiting part 410 to ensure that the first limiting part 410 and the second limiting part 420 are in contact.

[0055] Please see Figure 2 In an embodiment of this utility model, the powertrain further includes a redundant limiting structure 500 located outside the overlapping area. The redundant limiting structure 500 includes a first redundant portion 510 located at one end of the reducer shaft 100 facing the motor shaft 200, and a second redundant portion 520 located on the motor shaft 200 that does not extend into the reducer shaft 100. A first gap 530 is provided between the first redundant portion 510 and the second redundant portion 520. The first gap 530 is greater than the distance between the first limiting portion 410 and the second limiting member 420.

[0056] Understandably, in extreme situations, situations may arise such as lubrication failure within the lubrication chamber 300, severe wear of the first limiting part 410 and the second limiting part 420, failure of the first limiting structure 400, and significant axial movement of the motor shaft 200. To ensure that the axial movement of the motor shaft 200 along the first direction can still be limited after the failure of the first limiting structure 400, the powertrain also includes a redundant limiting structure 500. The redundant limiting structure 500 includes a first redundant part 510 and a second redundant part 520. The first redundant part 510 is located on the reducer shaft 100, and the second redundant part 520 is located on the motor shaft 200. In one embodiment, the first redundant part 510 is configured at the end of the reducer shaft 100 facing the motor shaft 200, and the second redundant part 520 is configured on the shoulder of the motor shaft 200. A first gap 530 is provided between the first redundant part 510 and the second redundant part 520. That is, under normal circumstances, the first redundant part 510 and the second redundant part 520 do not contact each other, thereby avoiding wear between the first redundant part 510 and the second redundant part 520. At the same time, the first gap 530 is larger than the distance between the first limiting part 410 and the second limiting member 420, so as to ensure that when the first limiting part 410 and the second limiting member 420 are in contact, the first redundant part 510 and the second redundant part 520 do not contact each other, thereby avoiding interference of the redundant limiting structure 500 with the normal limiting operation of the first limiting structure 400. When the first limiting structure 400 fails, the first redundant part 510 contacts the second redundant part 520, thereby further restricting the movement of the motor shaft 200 along the first direction.

[0057] Please see Figure 1 and Figure 6 In an embodiment of this utility model, a first bearing 710 is provided at the end of the motor shaft 200 away from the reducer shaft 100. The powertrain also includes an assembly housing 720 and a second limiting structure 600. The second limiting structure 600 includes a third limiting part 610 provided on the first bearing 710 and a fourth limiting part 620 provided on the assembly housing 720. The third limiting part 610 is used to abut against the fourth limiting part 620 to limit the axial movement of the motor shaft 200.

[0058] In the embodiment shown in the figure of this utility model, the powertrain is an integrated three-bearing support structure. The end of the motor shaft 200 away from the reducer shaft 100 is provided with a first bearing 710. The part of the motor shaft 200 that extends into the reducer shaft 100 is provided with a second bearing on the outside of the reducer shaft 100. The end of the reducer shaft 100 away from the motor shaft 200 is provided with a third bearing. The three bearings cooperate to support the reducer shaft 100 and the motor shaft 200.

[0059] Understandably, the powertrain also includes a second limiting structure 600 to restrict the axial movement of the motor shaft 200 in the second direction. The second limiting structure 600 includes a third limiting portion 610 and a fourth limiting portion 620, wherein the third limiting portion 610 is configured as the outer ring of the first bearing 710, and the fourth limiting portion 620 is disposed on the assembly housing 720. In one embodiment, the fourth limiting portion 620 is configured as an abutment portion disposed on the assembly housing 720. A second gap exists between the third limiting portion 610 and the fourth limiting portion 620. When the motor shaft 200 undergoes axial movement in the second direction, the third limiting portion 610 and the fourth limiting portion 620 abut against each other, that is, the outer ring of the first bearing 710 abuts against the abutment portion on the assembly housing 720, thereby restricting the axial movement of the motor shaft 200 in the second direction.

[0060] In one embodiment, at least a portion of the assembly housing 720 is disposed on the outer side wall of the outer ring of the first bearing 710, such that there is a certain gap between the assembly housing 720 and the outer side wall of the outer ring of the first bearing 710, and at the same time, the first bearing 710 can move axially relative to the assembly housing 720. Thus, when the first bearing 710 deforms in the radial direction, the assembly housing 720 can limit the deformation.

[0061] Please see Figure 1 and Figure 6 In an embodiment of this utility model, a buffer 800 is also provided between the first bearing 710 and the assembly housing 720.

[0062] In one embodiment, one end of the buffer 800 is connected to the outer ring of the first bearing 710, and the other end is connected to the assembly housing 720. When the motor is not operating, the buffer 800 is in a slightly compressed state to provide preload to the motor, thereby reducing the axial movement of the motor shaft 200. In one embodiment, the buffer 800 is a wave-shaped washer or wave spring. Of course, the buffer 800 can also be a column spring or other spring sheet. Thus, by providing the buffer 800 in the powertrain, the third limiting part 610 and the fourth limiting part 620 are no longer in direct end-face contact. When the vehicle or powertrain is subjected to an axial impact, the motor shaft 200 will compress the buffer 800 under inertial force, thereby preventing axial movement of the motor shaft 200 and avoiding direct collision between the third limiting part 610 and the fourth limiting part 620. This prevents abnormal noises or even other disturbances caused by collisions, thereby improving the vehicle's user comfort. Meanwhile, the inclusion of buffer 800 also prevents excessive wear on the rolling elements of the first bearing 710, thereby extending the bearing's service life and improving the reliability of the powertrain.

[0063] This utility model also proposes a vehicle, which includes a powertrain. The specific structure of the powertrain is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0064] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A powertrain, characterized in that, include: Electric motor, including motor shaft; A speed reducer, including a hollow speed reducer shaft, wherein at least a portion of the motor shaft extends into the speed reducer shaft to form an overlapping area between the two; as well as A first limiting structure is provided in the overlapping area. The first limiting structure includes a first limiting part provided on the reducer shaft and a second limiting part provided on the motor shaft. The contact between the first limiting part and the second limiting part is used to limit the axial movement of the motor shaft.

2. The powertrain as described in claim 1, characterized in that, Along the axial direction of the motor shaft, a first sealing element and a second sealing element are respectively provided on opposite sides of the first limiting structure.

3. The powertrain as described in claim 2, characterized in that, Along the radial direction of the motor shaft, the first seal is disposed between the motor shaft and the reducer shaft, and the first seal is disposed in the overlapping area and located at one end of the overlapping area facing the motor shaft.

4. The powertrain as described in claim 3, characterized in that, The reducer shaft is also provided with a sealing plug. A second sealing element is provided between the sealing plug and the reducer shaft along the radial direction of the reducer shaft. There is a gap between the second sealing element and the overlapping area.

5. The powertrain as described in claim 4, characterized in that, A lubrication cavity is formed between the first seal and the second seal, and the lubrication cavity is filled with lubricating material.

6. The powertrain as described in claim 4, characterized in that, The reducer shaft is provided with an anti-detachment groove, and the sealing plug is provided with an anti-detachment protrusion, which is engaged with the anti-detachment groove.

7. The powertrain as described in claim 1, characterized in that, The reducer shaft includes a first spline structure, the first limiting part and the first spline structure are integrated, and the first limiting part is located at the end of the first spline structure facing the motor shaft; or, the first limiting part and the first spline structure are separately arranged, and the first limiting part is located on the side of the first spline structure closer to the motor shaft.

8. The powertrain as described in claim 1, characterized in that, The powertrain also includes a redundant limiting structure located outside the overlapping area. The redundant limiting structure includes a first redundant portion located at one end of the reducer shaft facing the motor shaft, and a second redundant portion located on the motor shaft that does not extend into the reducer shaft. A first gap is provided between the first redundant portion and the second redundant portion, and the first gap is greater than the distance between the first limiting portion and the second limiting portion.

9. The powertrain as described in claim 1, characterized in that, The motor shaft is provided with a first bearing at one end away from the reducer shaft. The powertrain also includes an assembly housing and a second limiting structure. The second limiting structure includes a third limiting part disposed on the first bearing and a fourth limiting part disposed on the assembly housing. The third limiting part is used to abut against the fourth limiting part to limit the axial movement of the motor shaft.

10. The powertrain as claimed in claim 9, characterized in that, A buffer element is also provided between the first bearing and the assembly housing.

11. A vehicle, characterized in that, Includes the powertrain as described in any one of claims 1 to 10.

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