CN115276310A

CN115276310A - Electric driving device

Info

Publication number: CN115276310A
Application number: CN202210953468.7A
Authority: CN
Inventors: 张广权; 汤磊; 陈进华; 孙利锋; 胡晓华
Original assignee: Shanghai Panhu Power Technology Co ltd
Current assignee: Shanghai Panhu Power Technology Co ltd
Priority date: 2022-08-10
Filing date: 2022-08-10
Publication date: 2022-11-01

Abstract

The invention provides an electric driving device, which comprises a speed reducer, a first connecting surface and a second connecting surface, wherein the speed reducer is connected with a wheel through at least one driving shaft and is provided with the first connecting surface and the second connecting surface which are arranged along the length direction of the driving shaft; the motor is connected to the first connecting surface in a mode that an air gap surface is approximately parallel to the first connecting surface, and the motor is in transmission connection with the speed reducer; the controller, the controller connect in the motor deviates from one side of reduction gear, just the controller with motor electric connection, in order the second of reduction gear is connected the face direction and is formed the headspace, reduces wholly in Z to shared space, in order to release more spaces, comes to change the design to motor and reduction gear etc..

Description

Electric driving device

Technical Field

The invention relates to the technical field of automobile electric drive, in particular to an electric drive device.

Background

With the development of the new energy automobile market, the electric drive is one of the core components of the new energy automobile, and the characteristics of the electric drive determine the main performance indexes of automobile driving. The existing driving device generally comprises a motor, a speed reducer and a differential, for example, patent No. CN202123322401.3, which is named as utility model patent of wheel driving mechanism and vehicle, the differential is connected with wheel drive through a driving shaft, and the motor is connected with the differential drive through the speed reducer, when in operation, the rotating speed and torque output by the motor are adjusted by the speed reducer and then output to the differential, and then the differential drives the wheels to rotate, so as to realize the traveling of the wheels. It has the following drawbacks:

firstly, differential mechanism, drive shaft and wheel are arranged along the axis direction (being marked as Y direction) of drive shaft, and differential mechanism, reduction gear and motor be the drive connection in proper order to arrange the setting along vertical direction (being marked as Z direction), increased Z occupation space to promptly, influence the whole car and arrange.

Second, the motor and its controller need to be equipped with cooling structures to ensure reliable operation. And the integration level among the current cooling structure, the motor and the controller is not high, so that the whole volume is further increased easily.

Therefore, the occupied space of the existing electric drive is large, the arrangement space is tense, and the design space of the motor power is limited.

Disclosure of Invention

In order to solve the above problems, the present invention provides an electric drive device which has a compact structure, effectively reduces the occupied space, ensures a stable structure, and increases the design space of the motor power.

An electric drive device comprising:

the speed reducer is connected with a wheel through at least one driving shaft and is provided with a first connecting surface and a second connecting surface which are arranged along the length direction of the driving shaft;

the motor is connected to the first connecting surface in a mode that the air gap surface is approximately parallel to the first connecting surface, and the motor is in transmission connection with the speed reducer;

and the controller is connected to one side of the motor, which deviates from the speed reducer, and is electrically connected with the motor, so that a reserved space is formed in the direction of a second connecting surface of the speed reducer.

As a preferred embodiment, the motor comprises a stator and a rotor, the stator and the rotor are parallel to form an air gap surface between the stator and the rotor, and the rotor is attached to the controller;

or the motor comprises a stator and a rotor, the stator and the rotor are parallel to form an air gap surface between the stator and the rotor, and the rotor is attached to the speed reducer;

or, the motor comprises a stator and two rotors, the two rotors are respectively arranged on two sides of the stator in parallel to form an air gap surface between each rotor and the stator, and the two rotors are respectively attached to the controller and the speed reducer.

As a preferred embodiment, the controller comprises a controller cooling structure, and the controller cooling structure is attached to the rotor of the motor;

and/or the speed reducer comprises a speed reducer cooling structure, and the speed reducer cooling structure is attached to a rotor of the motor;

and/or, the motor includes motor cooling structure, motor cooling structure sets up on the stator of motor, and with the rotor laminating setting of motor.

As a preferred embodiment, the cooling system further comprises at least one external oil path, and the controller cooling structure and the motor cooling structure are connected through the external oil path, so that oil cooling circulates through the controller cooling structure and the motor cooling structure;

or, the controller cooling structure has a first connection port, the first connection port is located the controller is connected on the side of motor, the motor cooling structure has a second connection port, the second connection port is located on the second connection face, work as the controller connect in the back is connected to the second of motor, first connection port with the second connection port is linked together.

In a preferred embodiment, the motor includes a motor housing, the controller includes a controller housing, the decelerator includes a decelerator housing, and the motor housing, the controller housing and the decelerator housing are integrally connected.

As a preferred embodiment, the motor housing includes an output end face, a non-output end face, and an installation portion penetrating the output end face and the non-output end face, at least one stator, at least one rotor, and an output shaft of the motor are disposed in the installation portion, the output shaft is disposed toward the output end face, the controller is connected to the non-output end face in a closed manner, the first connection face of the speed reducer is connected to the output end face in a closed manner, and the speed reducer and the output shaft are in transmission.

As a preferred embodiment, a rotor attached to the controller is embedded in the controller housing;

and/or, the rotor attached to the speed reducer is embedded in the speed reducer shell.

As a preferred embodiment, the controller housing comprises a controller cover and a controller shell, the controller shell is annular, and two axial ends of the controller shell are respectively connected with the non-output end face of the motor housing and the controller cover in a sealing manner;

the speed reducer shell comprises a speed reducer front shell and a speed reducer rear shell, the speed reducer front shell is annular, and the two axial ends of the speed reducer front shell are respectively connected with the output end face of the motor shell and the speed reducer rear shell in a sealed mode.

As a preferred embodiment, the method further comprises the following steps:

a differential mechanism, differential mechanism transmission connect in the reduction gear with between the drive shaft, differential mechanism includes differential mechanism casing, differential mechanism casing includes a differential mechanism front shell and a differential mechanism backshell, differential mechanism backshell with reduction gear backshell body coupling, differential mechanism front shell with reduction gear front shell body coupling.

In a preferred embodiment, the outer periphery of the controller is located within an area surrounded by the outer periphery of the motor.

As a preferred embodiment, the head space is provided with at least one of: the device comprises a voltage converter, a vehicle-mounted charger and a power distributor.

Compared with the prior art, the technical scheme has the following advantages:

firstly, the controller, the motor and the speed reducer are connected along the Y direction and are arranged in parallel with the driving shaft so as to reduce the space occupied by the whole body in the Z direction.

Secondly, the motor and the controller are arranged in the direction of the first connecting surface of the speed reducer, so that a reserved space is formed in the direction of the second connecting surface of the speed reducer, and the motor and the controller do not occupy a Z-direction space after other equipment is installed, so that the overall structure is more compact, more space can be released, the design of the motor, the speed reducer and the like can be changed, and particularly, a large-size motor can be adopted to improve the output power.

Thirdly, since the motor is connected to the first connection surface in a manner that the air gap surface and the first connection surface are substantially parallel, the motor can be effectively supported on the reducer, the case of the reducer is prevented from breaking, and when the power of the motor is designed, the motor is adjusted only in the circumferential direction of the motor, and the axial dimension of the motor is almost unchanged, so that the problem that the axial dimension of the motor is increased and cannot be adapted to be installed between two wheels with a certain wheel distance, and further, a controller and other equipment cannot be continuously arranged between the two wheels is avoided, so that the design space is restricted.

The invention is further described with reference to the following figures and examples.

Drawings

FIG. 1 is a block diagram of a first embodiment of an electric drive device according to the present invention;

FIG. 2 is a front view of a first embodiment of the electric drive of the present invention;

FIG. 3 is a perspective view of a first embodiment of the electric drive of the present invention;

FIG. 4 is an exploded view of a first embodiment of the electric drive of the present invention;

FIG. 5 is a schematic view of the arrangement of the reduction gear and the differential in accordance with the present invention;

fig. 6 is a block diagram of a second embodiment of the electric drive device according to the present invention.

Detailed Description

The following description is presented to disclose the invention so as to enable any person skilled in the art to practice the invention. The preferred embodiments in the following description are given by way of example only, and other obvious variations will occur to those skilled in the art. The basic principles of the invention, as defined in the following description, may be applied to other embodiments, variations, modifications, equivalents, and other technical solutions without departing from the spirit and scope of the invention.

As shown in fig. 1, the electric drive device includes:

a differential 100, said differential 100 being connected to a wheel 700 by at least one drive shaft 600;

a reducer 200, said reducer 200 being drivingly connected to said differential 100, said reducer 200 having a first connecting surface 2001 and a second connecting surface 2002 arranged along a longitudinal direction of said drive shaft 600;

a motor 300, wherein the motor 300 is connected to the first connection surface 2001 in a manner that an air gap surface 3000 is approximately parallel to the first connection surface 2001, and the motor 300 is in transmission connection with the speed reducer 200;

a controller 400, the controller 400 is connected to a side of the motor 300 away from the speed reducer 200, and the controller 400 is electrically connected to the motor 300 to form a reserved space 2003 in a direction of a second connection surface 2002 of the speed reducer 200.

The controller 400, the motor 300, and the decelerator 200 are connected in the Y direction and are disposed in parallel with the driving shaft 600 to reduce the space occupied in the Z direction as a whole. And the motor 300 and the controller 400 are arranged in the direction of the first connection surface 2001 of the decelerator 200, so that the second connection surface 2002 of the decelerator 200 forms a reserved space 2003, and after other equipment 500 is installed, referring to fig. 6, the space in the Z direction is not occupied, so that the whole structure is more compact, so that more space can be released, and the motor 300, the decelerator 200 and the like can be modified, especially, the motor 300 with a large size can be adopted to improve the output power. In addition, since the motor 300 is connected to the first connection surface 2001 in such a manner that the air gap surface 3000 and the first connection surface 2001 are substantially parallel to each other, the motor 300 can be effectively supported on the decelerator 200, the occurrence of the fracture phenomenon of the decelerator housing 210 can be prevented, and the axial dimension of the motor 300 is hardly changed by adjusting only the circumferential direction of the motor 300 when the power of the motor 300 is designed, so that the increase of the axial dimension of the motor 300 is avoided, and the motor 300 cannot be adapted to be installed between two wheels 700 having a constant wheel pitch, and further, the arrangement of devices such as the controller 400 between the two wheels 700 cannot be continued, so that the design space is restricted.

The motor 300 of the present embodiment is an axial magnetic field motor, and has the characteristics of small axial size, higher power density, larger torque output, and the like. In addition, the motor 300 may be classified as a single-rotor single-stator axial magnetic field motor or a dual-rotor single-stator axial magnetic field motor, etc., and the following description is provided by three embodiments:

in one embodiment, the motor 300 is a single rotor and single stator axial field motor that includes a stator (not shown) and a rotor 320, the stator and the rotor 320 being parallel to form an air gap surface 3000 between the stator and the rotor 320, the rotor 320 being disposed in close proximity to the controller 400, see fig. 4.

The center of the rotor 320 is connected with an output shaft 320, the output shaft 320 is in transmission connection with the speed reducer 200, the stator is sleeved outside the output shaft 320, and the stator is located between the speed reducer 200 and the rotor 320. In addition, the sum of the thicknesses of the motor 300 and the controller 400, which is substantially equal to the thickness of the decelerator 200, is larger than the thickness of the rotor, and since the stator has a heavier mass than the rotor, the present embodiment arranges the stator between the decelerator 200 and the rotor 320, so that the center of gravity bending moment of the motor 300 is smaller, and the stability of the connection of the motor 300, the decelerator 200 and the controller 400 is ensured.

It should be noted that, the stator and the rotor 320 are both disc-shaped structures, and when the power of the motor is designed, only the circumferential dimensions of the stator and the rotor 320 along the motor are adjusted, while the thickness (axial dimension) of the motor is almost unchanged, thereby avoiding the increase of the axial dimension of the motor 300 and limiting the design space of the motor 300 and the like.

In another embodiment, the motor 300 is a single-rotor single-stator axial magnetic field motor, which includes a stator and a rotor 320, the stator and the rotor 320 are parallel to form an air gap surface 3000 between the stator and the rotor 320, and the rotor 320 is attached to the reducer 200.

In another embodiment, the motor 300 is a dual-rotor single-stator axial magnetic field motor, and includes a stator and two rotors 320, the two rotors 320 are respectively disposed on two sides of the stator in parallel to form an air gap surface 3000 between each of the rotors 320 and the stator, and the two rotors 320 are respectively disposed in contact with the controller 400 and the reducer 200.

The above-mentioned laminating setting means both almost laminate to shorten the distance between the two, and then make the structure compacter. For example, the two rotors 320 are respectively attached to the controller 400 and the reducer 200, wherein:

as shown in fig. 4, the motor housing 310 includes an output end surface 311, a non-output end surface 312, and a mounting portion 313 penetrating the output end surface 311 and the non-output end surface 312, a stator, two rotors 320 and an output shaft 330 of the motor 300 are disposed in the mounting portion 313, the output shaft 330 is disposed toward the output end surface 311, the controller 400 is connected to the non-output end surface 312 in a closed manner, the first connecting surface 2001 of the speed reducer 200 is connected to the output end surface 311 in a closed manner, and the speed reducer 200 and the output shaft 330 are in transmission.

In detail, the two rotors 320 are respectively disposed at both sides of the stator, one of the rotors is attached to the controller 400, and the other is attached to the reducer 200. The housing at the two ends of the motor housing 310 is eliminated, and the reducer 200 and the output shaft 330 are directly connected in a closed manner, so that the corresponding rotors 320 can be further arranged in a fit manner on the reducer 200 and the output shaft 330, and the overall axial dimension can be further shortened.

In more detail, the output end face 311 and the non-output end face 312 are substantially parallel and define therebetween an axial dimension of the electric machine 300, while the axial dimension of the electric machine 300 is substantially smaller than a circumferential dimension of the electric machine 300. The two rotors 320 extend to the outside of the motor housing 310, or are located entirely outside the motor housing 310, that is, the rotors 320 attached to the controller 400 are embedded in the controller housing 410; and/or, the rotor 320 attached to the reducer 200 is embedded in the reducer casing 210, so that the overall axial dimension is further reduced.

As shown in fig. 2 to 4, the motor 300 includes a motor housing 310, the controller 400 includes a controller housing 410, the decelerator 200 includes a decelerator housing 210, and the motor housing 310, the controller housing 410 and the decelerator housing 210 are integrally connected, thereby effectively reducing the overall weight and saving the cost.

As shown in fig. 3 and 4, the controller housing 410 includes a controller cover 412 and a controller housing 411, the controller housing 411 is annular, and both axial ends of the controller housing 411 are respectively connected to the non-output end surface 312 of the motor housing 310 and the controller cover 412 in a sealing manner. The controller cover 412 may be a one-piece structure, and the thickness of the controller housing 411 may be slightly larger than the thickness of the motor housing 310, and the outer peripheries of the two are substantially flush, so as to ensure that the occupied space in the Z direction is increased while avoiding local outward protrusion in the circumferential direction in the case of small overall axial dimension.

Specifically, the controller outer shell 411 includes a controller left outer shell 4111 and a controller right outer shell 4112 which are integrally formed, the controller left outer shell 4111 and the motor housing 310 are substantially the same in shape, both are annular structures, and both can be fixed by bolts, so that the rotor can be embedded in the controller left outer shell 4111. The controller right casing 4112 and the control cover 412 are connected in a buckled mode and can also be fixed through bolts, a circuit board of the controller can be arranged in the controller right casing 4112, the controller right casing 4112 and the edge of the control cover 412 are flush, the shapes of the controller right casing 4112 and the edge of the control cover 412 are the same and are both square, and the controller right casing 4112 is located in an area surrounded by the edge of the controller left casing 4111.

Referring to fig. 3 and 4, the reducer housing 210 includes a reducer front housing 211 and a reducer rear housing 212, the reducer front housing 211 is annular, and two axial ends of the reducer front housing 211 are respectively and closely connected to the output end surface 311 of the motor housing 310 and the reducer rear housing 212. The end surface of the front reducer housing 211 facing away from the rear reducer housing 212 is a second connection surface 2002, and the end surface of the rear reducer housing 212 facing away from the front reducer housing 211 is a first connection surface 2001.

Specifically, the reducer front case 211 includes a reducer left front case 2112 and a reducer right front case 2111 which are integrally formed, the reducer right front case 2111 and the motor case 310 are substantially the same in shape, are both annular structures, and are fixed by bolts so that a rotor near the reducer can be embedded in the reducer right front case 2111. The left front shell 2112 of the speed reducer is connected with the rear shell 212 of the speed reducer in a buckling manner, and the two can be reinforced and fixed through bolts. And the edges of the retarder left front case 2112 and the retarder rear case 212 are substantially flush, and the retarder left front case 2112 is located in the area surrounded by the edges of the retarder right front case 2111.

With continued reference to fig. 4, the differential 100 includes a differential case 110, the differential case 110 includes a differential front case 111 and a differential rear case 112, the differential rear case 112 and the reducer rear case 212 are integrally connected, and the differential front case 111 and the reducer front case 211 are integrally connected. Differential mechanism front shell 111 is located reduction gear front shell 211 below, and both are located coplanar and body coupling, differential mechanism backshell 112 is located reduction gear backshell 212 below, and both are located coplanar and body coupling, not only reduce whole weight, practice thrift the cost, guarantee the advantage that axial dimensions is little simultaneously.

It should be noted that, the shells may be fixed by bolts or the like, and the bolts may pass through all the shells to be fixed and hidden inside the shells, so as to avoid the bolts from being exposed and damaged, and prevent the size from increasing. Different bolts are adopted for fixing different shells and are arranged in a staggered mode, so that stress concentration is prevented, and the connection stability is reduced. Of course, the housings may be integrally formed with each other, for example, the reducer front 211 and the motor housing 310 may be integrally formed.

As shown in fig. 2 to 4, reinforcing ribs may be respectively provided on the motor housing 310, the controller housing 410, and the decelerator housing 210 to enhance structural strength. But simultaneously, the size of the reinforcing rib is not required to be too large, and the risk that the occupied space is increased is avoided. For example, a reinforcing rib 2113 between the left front shell 2112 of the speed reducer and the right front shell 2111 of the speed reducer is positioned in the area enclosed by the right front shell 2111 of the speed reducer.

Referring to fig. 2 to 4, the controller 400 includes a controller cooling structure, and the controller cooling structure is attached to the rotor 320 of the motor 300;

and/or the reducer 200 comprises a reducer cooling structure, and the reducer cooling structure is attached to the rotor 320 of the motor 300;

and/or, the motor 300 includes a motor cooling structure, and the motor cooling structure is disposed on the stator of the motor 300 and attached to the rotor 320 of the motor 300.

The controller cooling structure with reduction gear cooling structure can be the setting at the inside passageway of casing, perhaps arranges the pipeline in the casing inner tube, more perhaps the collection of passageway and pipeline for through cooling medium (oil cooling) in order to carry out cooling, relative external cooling structure, effectively guarantee the reliable operation of controller and reduction gear, promote compactness simultaneously, reduce occupation space, and promote cooling performance.

The motor cooling structure is preferably a pipeline arranged on the stator and is attached to the rotor 320, namely, the motor cooling structure can cool the stator and the rotor simultaneously, so that the cooling capacity is improved, and the reliable operation of the motor is further improved. The other rotor close to the controller is attached to the controller cooling structure, namely, the two axial sides of the rotor respectively correspond to the controller cooling structure and the motor cooling structure, and the cooling performance of the motor can be further improved. In the same way, the two axial sides of the other rotor close to the speed reducer respectively correspond to the speed reducer cooling structure and the motor cooling structure, so that the cooling effect of the double-rotor single-stator axial magnetic field motor is optimal, and the reliable operation of the motor is ensured.

Further, the controller cooling structure with the motor cooling structure passes through external oil circuit links to each other to make the cold circulation of oil pass through the controller cooling structure with the motor cooling structure, promptly the pipeline of controller cooling structure with the pipeline of motor cooling structure is established ties, so that the cold oil that comes from the cold source loops through motor cooling structure and controller cooling structure, flows back to the cold source again, avoids addding extra pipeline and independently flows back to the cooling with the cold of the oil in the motor cooling structure, and then promotes both integrated effects, practices thrift the cost. Preferably, the external oil path is preferably arranged to be attached to the surfaces of the motor and the controller, so as to prevent an increase in the overall occupied area.

In addition, the controller cooling structure has a first connection port located on the side of the controller 400 connected to the motor 300, and the motor cooling structure has a second connection port located on the second connection surface 2002, and when the controller 400 is connected to the second connection surface 2002 of the motor 300, the first connection port and the second connection port are communicated with each other. Namely, the controller cooling structure and the motor cooling structure are communicated internally, so that the volume is prevented from being increased due to an external pipeline. Likewise, the first and second connection ports communicate to circulate oil cooling through the motor cooling structure and the controller cooling structure.

As can be seen from the above description, the stator and the rotor 320 are arranged inside the motor 300, and the stator and the rotor 320 are both of a sheet structure and are arranged along the axial direction of the motor 300, so that the motor housing 310 accommodating the stator and the rotor 320 is of a disk structure, i.e., the motor 300 has the advantage of small axial dimension. The control unit 400 can therefore be arranged on the side of the electric motor 300 facing away from the reduction gear 200, so that a space 2003 is provided in the direction of the second connection surface 2002 of the reduction gear 200. Refer to fig. 1 and 6. Referring to fig. 6, the reserved space 2003 is installed with other devices 500, and the other devices 500 include at least one of: a voltage converter (DC-DC), an on-board charger (OBC), a Power Distributor (PDU), etc. The other devices 500 may be small in thickness and arranged in the headspace 2003 in a stacked manner in the thickness direction, or may be arranged compactly in the headspace 2003 in other manners.

At least one circuit board can be arranged in the controller 400, and when the number of the circuit boards is multiple, the multiple circuit boards are arranged in the controller shell 410 of the controller 400 along the thickness direction of the controller 400 in an overlapped mode, so that the characteristics of compact structure, small axial size and the like are achieved.

As shown in fig. 5, the retarder 200 includes a retarder housing 210 and a transmission mechanism 220 disposed in the retarder housing 210, and it can be seen that the size of the retarder housing 210 is determined by the complexity of the transmission mechanism 220, for example, the larger the gear ratio of the retarder, the more complex the transmission mechanism 220, the larger the overall volume, and the larger the output torque of the retarder, the faster the vehicle starts to accelerate, and the higher the requirement for the rotation speed of the motor.

Taking a primary transmission as an example, referring to fig. 1 and 5, a primary transmission mechanism 220 includes a driving wheel 221, a driven wheel 222, an intermediate wheel 223, a first shaft 224 and a second shaft 225, the first shaft 224 is rotatably disposed on the reducer housing 210, a left end of the first shaft 224 penetrates out of the reducer housing 210 and is connected to the motor 300, the second shaft 225 is rotatably disposed in the reducer housing 210 and is located between the first shaft 224 and the differential 100, the driving wheel 221 is fixed on the first shaft 224, the driven wheel 222 and the intermediate wheel 223 are fixed on the second shaft 225 at intervals, the driven wheel 222 is in transmission connection with the driving wheel 221, the intermediate wheel 223 is in transmission connection with the differential 100, and the differential 100 is respectively connected to two wheels 700 through two driving shafts 600 for force transmission.

The diameters of the driving wheel 221 and the driven wheel 222, etc. determine the circumferential size of the speed reducer 200, while the diameters of the driving wheel 221 and the driven wheel 222 are related to the transmission ratio, and the highest speed per hour of the automobile can be reached at a lower rotating speed by using the advantages of large torque and small axial size of the axial magnetic field motor and adopting a low transmission ratio, wherein the circumferential size of the speed reducer 200 can be slightly smaller than the circumferential size of the motor 300. Further, since the motor 300 is only changed in the circumferential dimension to adjust the motor power, and the axial dimension is almost unchanged, the use of the reducer 200 with a larger volume is satisfied, and meanwhile, the change of the overall axial dimension is ensured to be small, which is beneficial to the improvement of the design space, and the problem that the reducer 200 cannot be adjusted due to the limitation of the axial dimension is avoided.

In summary, the controller 400, the motor 300 and the reducer 200 are connected in the Y direction and are disposed parallel to the driving shaft 600, so as to reduce the space occupied by the whole in the Z direction. And the motor 300 and the controller 400 are arranged in the direction of the first connection surface 2001 of the reducer 200, so that the second connection surface 2002 of the reducer 200 forms a reserved space 2003, and the space in the Z direction is also not occupied after other equipment 500 is installed, so that the overall structure is more compact, more space can be released, the design of the motor 300, the reducer 200 and the like can be changed, and particularly, the motor 300 with a large size can be adopted to improve the output power. In addition, since the motor 300 is connected to the first connection surface 2001 in such a manner that the air gap surface 3000 and the first connection surface 2001 are substantially parallel to each other, the motor 300 can be effectively supported on the decelerator 200, the occurrence of the fracture phenomenon of the decelerator housing 210 can be prevented, and the axial dimension of the motor 300 is hardly changed by adjusting only the circumferential direction of the motor 300 when the power of the motor 300 is designed, so that the increase of the axial dimension of the motor 300 is avoided, and the motor 300 cannot be adapted to be installed between two wheels 700 having a constant wheel pitch, and further, the arrangement of devices such as the controller 400 between the two wheels 700 cannot be continued, so that the design space is restricted.

The above-mentioned embodiments are only for illustrating the technical ideas and features of the present invention, and the purpose thereof is to enable those skilled in the art to understand the contents of the present invention and to implement the same, and the scope of the present invention is not limited by the embodiments, i.e. all equivalent changes or modifications made in the spirit of the present invention are still within the scope of the present invention.

Claims

1. An electric drive device, comprising:

a reducer (200), said reducer (200) being connected to a wheel (700) by at least one drive shaft (600), said reducer (200) having a first connecting surface (2001) and a second connecting surface (2002) aligned along the length of said drive shaft (600);

a motor (300), wherein the motor (300) is connected to the first connecting surface (2001) in a manner that the air gap surface (3000) is approximately parallel to the first connecting surface (2001), and the motor (300) is in transmission connection with the speed reducer (200);

the controller (400) is connected to one side, away from the speed reducer (200), of the motor (300), and the controller (400) is electrically connected with the motor (300) so that a reserved space (2003) is formed in the direction of a second connecting surface (2002) of the speed reducer (200).

2. An electric drive as set forth in claim 1 wherein said motor (300) includes a stator and a rotor (320), said stator and said rotor (320) being parallel to form an air gap surface (3000) between said stator and said rotor (320), said rotor (320) being disposed in abutment with said controller (400);

or the motor (300) comprises a stator and a rotor (320), the stator and the rotor (320) are parallel, so that an air gap surface (3000) is formed between the stator and the rotor (320), and the rotor (320) is attached to the speed reducer (200);

alternatively, the motor (300) includes a stator and two rotors (320), the two rotors (320) are respectively arranged on two sides of the stator in parallel to form an air gap surface (3000) between each rotor (320) and the stator, and the two rotors (320) are respectively arranged in a manner of being attached to the controller (400) and the reducer 200.

3. An electric drive device according to claim 1, characterized in that the controller (400) comprises a controller cooling structure, which is arranged in abutment with the rotor (320) of the electric motor (300);

and/or the speed reducer (200) comprises a speed reducer cooling structure, and the speed reducer cooling structure is attached to a rotor (320) of the motor (300);

and/or the motor (300) comprises a motor cooling structure, and the motor cooling structure is arranged on a stator of the motor (300) and is attached to a rotor (320) of the motor (300).

4. The electric drive of claim 3 further comprising at least one external oil path through which said controller cooling structure and said motor cooling structure are connected to circulate oil through said controller cooling structure and said motor cooling structure;

or, the controller cooling structure is provided with a first connecting port, the first connecting port is located on the side surface of the controller (400) connected with the motor (300), the motor cooling structure is provided with a second connecting port, the second connecting port is located on the second connecting surface (2002), and after the controller (400) is connected with the second connecting surface (2002) of the motor (300), the first connecting port is communicated with the second connecting port.

5. An electric drive as claimed in claim 1, characterized in that said motor (300) comprises a motor housing (310), said controller (400) comprises a controller housing (410), said retarder (200) comprises a retarder housing (210), said motor housing (310), said controller housing (410) and said retarder housing (210) being integrally connected.

6. An electric drive device according to claim 5, wherein the motor housing (310) comprises an output end face (311), a non-output end face (312), and a mounting portion (313) penetrating the output end face (311) and the non-output end face (312), at least one stator, at least one rotor (320) and an output shaft (330) of the motor (300) are arranged in the mounting portion (313), the output shaft (330) is arranged towards the output end face (311), the controller (400) is closely connected to the non-output end face (312), the first connecting face (2001) of the speed reducer (200) is closely connected to the output end face (311), and the speed reducer (200) and the output shaft (330) are in transmission.

7. The electric drive of claim 6, characterized in that a rotor (320) abutting the controller (400) is embedded in the controller housing (410);

and/or a rotor (320) attached to the speed reducer (200) is embedded in the speed reducer shell (210).

8. An electric drive device according to claim 5, wherein the controller housing (410) comprises a controller cover (412) and a controller housing (411), the controller housing (411) is annular, and both axial ends of the controller housing (411) are respectively connected to the non-output end face (312) of the motor housing (310) and the controller cover (412) in a closed manner;

the speed reducer casing (210) comprises a speed reducer front casing (211) and a speed reducer rear casing (212), the speed reducer front casing (211) is annular, and the two axial ends of the speed reducer front casing (211) are respectively connected with the output end face (311) of the motor casing (310) and the speed reducer rear casing (212) in a sealing mode.

9. The electric drive of claim 8, further comprising:

a differential (100), differential (100) drive connect in reduction gear (200) with between drive shaft (600), differential (100) includes differential casing (110), differential casing (110) includes a differential front shell (111) and a differential backshell (112), differential backshell (112) with reduction gear backshell (212) body coupling, differential front shell (111) with reduction gear front shell (211) body coupling.

10. An electric drive device according to claim 1, characterized in that the headspace (2003) is provided with at least one of the following: voltage converter, on-vehicle charger, power distributor.