CN115276313A

CN115276313A - Electric drive system and design method

Info

Publication number: CN115276313A
Application number: CN202210953948.3A
Authority: CN
Inventors: 高旭; 汤磊; 张广权; 陈进华
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
Also published as: WO2024032723A1

Abstract

The invention provides an electric drive system and a design method, wherein the electric drive system comprises at least one axial magnetic field motor and at least one speed reducer, an output end surface is arranged on one axial side of the axial magnetic field motor, and the design method comprises the following steps: (a) Designing the speed reducer according to the radial size of the axial magnetic field motor and the transmission ratio required by the electric drive system; (b) Will axial magnetic field motor's output terminal surface connect in the reduction gear deviates from one side of wheel, in order to obtain electric drive system utilizes axial magnetic field motor axial dimension little, and the big advantage of radial dimension further increases the design space utilization of reduction gear to can satisfy arrange two between two wheels axial magnetic field motor and two the reduction gear.

Description

Electric drive system and design method

Technical Field

The invention relates to the technical field of automobile electric drive, in particular to an electric drive system and a design method.

Background

In recent years, the field of new energy automobiles is rapidly developed, and electric drive is taken as one of the core components of the new energy automobiles, and the characteristics of the electric drive determine the main performance indexes of automobile driving. The existing driving device generally comprises a motor and a speed reducer, wherein the motor is in transmission connection with the wheels through the speed reducer so as to realize the traveling of the wheels.

Because the wheel base between two wheels is certain, therefore the design of reduction gear is limited by the wheel base to the motor still need join in marriage controller etc. and along with motor power and torque need constantly promote, still can have the demand that increases motor quantity in addition, has further increaseed the design degree of difficulty of reduction gear.

Disclosure of Invention

In order to solve the above problems, the present invention provides an electric driving system and a design method thereof, which have a compact structure and a stable and reliable structure, and can be installed on two wheels with a certain track, and the design space utilization rate can be increased accordingly.

According to an object of the present invention, there is provided a method for designing an electric drive system including at least one axial field motor and at least one speed reducer, one side of the axial field motor in an axial direction being provided with an output end face, the method comprising the steps of:

(a) Designing the speed reducer according to the radial size of the axial magnetic field motor and the transmission ratio required by the electric drive system;

(b) And connecting the output end surface of the axial magnetic field motor to one side of the speed reducer, which is far away from the wheel, so as to obtain the electric drive system.

As a preferred embodiment, the decelerator comprises a decelerator housing and a transmission structure, and the step (a) comprises:

(a1) Obtaining the radial upper limit size of the reducer shell according to the radial size of the axial magnetic field motor;

(a2) And designing the transmission structure according to the radial upper limit size of the speed reducer shell and the transmission ratio.

As a preferred embodiment, the transmission structure includes at least one driving wheel and at least one driven wheel, the driving wheel and the driven wheel are in transmission connection and are arranged along the radial direction of the reducer casing, and the step (a 2) includes:

and designing the driving wheel and the driven wheel which accord with the radial upper limit size of the speed reducer shell according to the transmission ratio.

As a preferred embodiment, the number of the axial field motor and the reducer is two, respectively, and the step (b) further includes:

and connecting the two axial magnetic field motors between the two speed reducers so as to enable the wheels connected with the speed reducers to be arranged outwards, and enabling the axial magnetic field motors on two adjacent sides of the speed reducers to be in transmission connection with the wheels.

As a preferred embodiment, the axial field motor has a motor periphery defining its radial dimension, the reducer is a planetary reduction gearbox, the reducer has a reducer periphery defining its radial dimension, and step (b) comprises:

when the output end face of the axial magnetic field motor is connected to the side, away from the wheel, of the speed reducer, the periphery of the motor of the axial magnetic field motor is approximately flush with the periphery of the speed reducer.

As a preferred embodiment, said electric drive system further comprises at least one controller, and further comprising after said step (b):

(c) The controller 300 is attached to the motor periphery of the axial field motor and the controller and the axial field motor are electrically connected.

In accordance with another object of the present invention, there is also provided an electric drive system comprising:

the two speed reducers are planetary gear speed reducers, and the speed reducers are in transmission connection with a wheel;

the axial magnetic field motor is provided with an output end face at one axial side, and the output end face of the axial magnetic field motor is connected with one side of the speed reducer, which deviates from the wheel;

the two axial magnetic field motors are connected between the two speed reducers so that the wheels connected with the speed reducers are arranged outwards, and the speed reducers are in transmission connection with the axial magnetic field motors and the wheels at two adjacent sides of the speed reducers;

the motor periphery of the axial magnetic field motor is substantially flush with the reducer periphery of the reducer.

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

the controller is connected to the periphery of the motor of the axial magnetic field motor, and the controller is electrically connected with the axial magnetic field motor.

As a preferred embodiment, the motor includes a motor housing, the controller includes a controller housing, and the decelerator includes a decelerator housing;

the motor housing and the controller housing are integrally connected, and/or the motor housing and the reducer housing are integrally connected.

As a preferred embodiment, the output end is recessed towards the inside of the axial magnetic field motor to form an accommodating cavity, and the speed reducer is partially embedded in the accommodating cavity.

As a preferred embodiment, the motor further comprises at least one stator and at least one rotor, and an air gap surface is formed between the stator and the rotor and is parallel to the output end surface.

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

first, axial magnetic field motor has that axial size is little, power density is higher, the quality is lighter and the moment of torsion is exported characteristics such as bigger, and it is seen that this embodiment will axial magnetic field motor with the reduction gear is arranged along the wheel base direction to after integrated into one piece connects, can release more spaces between two wheels of certain wheel base, increase the design space of reduction gear, and can satisfy arrange two between two wheels axial magnetic field motor and two reduction gear etc..

Secondly, the reducer is designed by taking the radial size of the axial magnetic field motor as the upper limit and the transmission ratio, and the radial size of the axial magnetic field motor can be far larger than the axial size of the axial magnetic field motor, so that the design space utilization rate of the reducer is further increased on the premise of ensuring that the whole occupied space is small, and the reducer with the larger transmission ratio can be provided, so that the starting acceleration of the automobile is faster.

Thirdly, each axial magnetic field motor can output power independently, mechanical differential is omitted, distributed driving can be achieved by matching with electronic differential, and intelligent control of the whole vehicle is facilitated. Due to the adoption of distributed driving, the whole vehicle has better control performance, smaller turning radius and more stable control performance, and effectively solves the problems of slope starting and unilateral skidding.

And fourthly, the two axial magnetic field motors and the two speed reducers are respectively and symmetrically arranged, so that the system rigidity is ensured, and the noise, vibration and harshness (NVH) performance of the whole vehicle is favorably improved.

Fifthly, the air gap surface of the axial magnetic field motor is parallel to the inner connecting surface of the speed reducer, so that the axial magnetic field motor is effectively supported on the inner connecting surface of the speed reducer, the phenomena that the speed reducer shell cannot bear the self weight of the motor and is broken and the like are avoided, and the stability and the reliability of the motor installation are further improved. And in the design process of increasing the motor torque by increasing the air gap surface, the load bearing on the speed reducer shell is smaller, and the design space is enlarged.

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

Drawings

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

FIG. 2 is a block diagram of the transmission structure according to the present invention;

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

FIG. 4 is a front view of a first embodiment of the electric drive system of the present invention;

FIG. 5 is an exploded view corresponding to a perspective view of a first embodiment of the electric drive system of the present invention;

FIG. 6 is an exploded view of a first embodiment of the electric drive system of the present invention from a front view;

FIG. 7 is a perspective view of a second embodiment of the electric drive system of the present invention;

FIG. 8 is an exploded view corresponding to a perspective view of a second embodiment of the electric drive system of the present invention;

fig. 9 is an exploded view of a second embodiment of the electric drive system of the present invention from a front view.

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.

First embodiment

Referring to fig. 1, a method for designing an electric drive system, the electric drive system including at least one axial field motor 200 and at least one speed reducer 100, one side of the axial field motor 200 in an axial direction being provided with an output end face 2001, the method comprising the steps of:

(a) The speed reducer 100 is designed according to the radial size of the axial magnetic field motor 200 and the transmission ratio required by the electric drive system;

(b) The output end 2001 of the axial field motor is connected to the side of the retarder 100 facing away from the wheel 400, so that the electric drive system is obtained.

The axial magnetic field motor 200 has the characteristics of small axial size, higher power density, lighter weight, larger torque output and the like, and it can be seen that in the embodiment, after the axial magnetic field motor 200 and the speed reducer 100 are arranged along the wheel track direction and are integrally connected, more space can be released between two wheels 400 with a certain wheel track to increase the design space of the speed reducer 100, and the arrangement of two axial magnetic field motors 200 and two speed reducers 100 between the two wheels 400 can be satisfied. In addition, the speed reducer 100 is designed by taking the radial dimension of the axial magnetic field motor 200 as an upper limit and a transmission ratio, and the radial dimension of the axial magnetic field motor 200 can be far larger than the axial dimension of the axial magnetic field motor 200, so that the design space utilization rate of the speed reducer 100 is further increased on the premise of ensuring that the overall occupied space is small, and the speed reducer 100 with the larger transmission ratio can be provided, so that the starting acceleration of the automobile is faster.

As shown in fig. 1 and 2, the reduction gearbox 100 is a planetary reduction gearbox, which is shorter in axial length and longer in radial length, and can be better matched with the axial magnetic field motor in shape, so as to improve the space utilization rate of the planetary reduction gearbox. Compared with the traditional radial motor, the combination of the planetary reduction gearbox and the axial magnetic field motor can ensure that the planetary reduction gearbox has larger radial size and can design higher transmission ratio and output torque on the premise of keeping the same volume.

The decelerator 100 includes a decelerator housing 110 and a transmission structure 120, and the step (a) includes:

(a1) The radial upper limit size of the reducer case 110 is obtained according to the radial size of the axial field motor 200.

The radial dimension of the axial flux motor 200 is determined by the output torque thereof, and the radial dimension of the axial flux motor 200 is increased as the output torque of the axial flux motor 200 is increased. Accordingly, the axial field motor 200 of a corresponding radial dimension may be selected by determining the output torque based on the electric drive system application.

In step (a 1), the radial upper limit size of the reducer case 10, that is, the radial size of the reducer case 110 does not exceed the radial size of the axial magnetic field motor 200, is determined according to the radial size of the axial magnetic field motor 200, so that the reducer 100 is prevented from protruding radially and outside the axial magnetic field motor 200, and the overall occupied space is increased.

(a2) The transmission structure 120 is designed according to the radial upper limit size of the reducer housing 110 and the transmission ratio.

The radial upper limit size of the reducer housing 110 can determine the complexity of the transmission structure 120, and the radial size of the axial magnetic field motor 200 can be much larger than the axial size of the axial magnetic field motor 200, so that the reducer 100 with a large transmission ratio can be designed on the premise of ensuring that the overall occupied space is small.

To explain further, the larger the gear ratio, the larger the output torque of the speed reducer 100, so that the vehicle can accelerate more quickly, and also the larger the gear ratio, the more complicated the transmission structure 120, and the larger the volume of the speed reducer case 110 accommodating the transmission structure 120. The reducer case 110 of the present embodiment has a larger radial upper limit size, which increases the design space utilization of the reducer 100 on the premise of ensuring a small occupied space.

Still further, referring to fig. 1 and 2, the transmission structure 120 includes at least one driving wheel 1211 and at least one driven wheel 1212, the driving wheel 1211 and the driven wheel 1212 are in transmission connection and are arranged along a radial direction of the reducer housing 110, and the step (a 2) includes:

according to the transmission ratio, the driving wheel 1211 and the driven wheel 1212 are designed to conform to the radial upper limit dimension of the reducer housing 110.

The number of the driving wheels 1211 and the driven wheels 1212 determines the number of gear ratio steps of the transmission structure 120, and the design process of the transmission structure 120 will be described with reference to the first gear ratio step shown in fig. 2. The number of the driving wheel 1211 and the number of the driven wheels 1212 are both one, that is, the transmission structure is a one-stage transmission. And the driven wheel 1212 is a ring gear and is fixedly arranged. The driving wheel 1211 of the gear set 121 is a sun gear, and the driving wheel 1211 is rotatably disposed at the center of the ring gear and connected to the axial magnetic field motor 200. In addition, a planet carrier 1214 is arranged between the driving wheel 1211 and the driven wheel 1212, and the planet carrier 1214 and the wheel 400 are in transmission connection. And planet wheels 1214 are in transmission connection between the planet carrier 1214 and the driving wheel 1211 and the driven wheel 1212 respectively.

With continued reference to fig. 2, the driving wheel 1211 and the driven wheel 1212 are aligned along a radial dimension of the reducer housing 110, i.e., the radial dimension of the reducer housing 110 is related to the diameter of the driving wheel 1211 and the driven wheel 1212, and can be calculated using the following equation:

n＝1+R/r；

wherein n is the transmission ratio, R is the reference circle radius of the driven wheel 1212, and R is the reference circle radius of the driving wheel.

The transmission ratio may be determined by the output torque of the axial-field motor 200 and the output torque of the speed reducer 100, wherein the speed reducer 100 is the output torque required by the electric drive system, that is, the output torque of the speed reducer 100 is divided by the output torque of the axial-field motor 200 to obtain the transmission ratio. Based on this, by substituting the transmission ratio into the above calculation formula and based on the radial upper limit dimension of the reducer case 110, the drive pulley 1211 and the driven pulley 1212 accommodated in the reducer case 110 can be obtained.

It should be noted that the actual radial dimension of the reducer case 110 does not necessarily coincide with the radial upper limit dimension of the reducer case 110, that is, the actual radial dimension of the reducer case 110 may be smaller than the radial upper limit dimension of the reducer case 110. The radially upper limit dimension of the reducer case 110 refers to the maximum radial dimension that it can be made to prevent an excessive size from increasing the space occupied.

Of course, the transmission structure 120 can be two or more stages, and the above formula is adjusted to divide the driven wheel reference circle radius of a pair of gear sets which are all meshed with each other by the driving wheel reference circle radius, and then multiplying the obtained results by 1 to obtain the transmission ratio.

As can be seen from the above, the reducer 100 is adjusted only in the radial dimension, and the axial dimension is almost unchanged, that is, under the advantage of ensuring the small axial dimension, the design space of the reducer 100 can be increased, and the problem that the reducer cannot be installed between two wheels 400 with a certain wheel track, and further the controller 300 and other devices cannot be continuously arranged between the two wheels 400, is avoided, so that the design space is restricted.

It can be seen that the speed reducer 100 may have a disk-shaped structure like the axial magnetic field motor 200, so that a space can be released between the two wheels 300, and the utilization rate of a design space can be increased. The axial field motor 200 also includes: when the power of the axial magnetic field motor 200 is designed, the axial magnetic field motor 200 is adjusted only in the radial direction, and the axial dimension of the axial magnetic field motor 200 is almost unchanged, so that the utilization rate of the design space is effectively utilized, and not only can two axial magnetic field motors 200 and two speed reducers 100 be arranged between two wheels 400, but also a controller 300 and the like can be arranged.

For example, referring to fig. 1, 6 and 8, the number of the axial-field motor 200 and the reducer 100 is two, respectively, and the step (b) includes:

two axial magnetic field motors 200 are connected between two speed reducers 100, so that the wheel 400 connected with each speed reducer 100 is arranged outwards, and each speed reducer 100 is in transmission connection with the axial magnetic field motors 200 and the wheel 400 on two adjacent sides.

It can be seen that two but axial magnetic field motor 200 independent power take off, and the cooperation electron differential can carry out distributed drive to two wheels 400 to help whole car to realize intelligent control, possess littleer turning radius simultaneously, and more stable nature controlled, and effectively solve the problem such as the slope plays and unilateral skids.

Further, referring to fig. 1, 2, 5 and 6, the axial magnetic field motor 200 includes a motor housing 210, at least one stator, at least one rotor and an output shaft 220, the stator and the rotor are maintained in the motor housing 210, that is, an air gap surface is formed between the stator and the rotor, the air gap surface is respectively parallel to the output end surface 2001 and the non-output end surface 2002, the output shaft 220 penetrates through the stator and is fixedly connected with the rotor, the output shaft 220 further penetrates out of the motor housing 210 and is inserted into the reducer housing 110, and the output shaft is in transmission connection with a driving wheel 1211 of the transmission structure 120 to transmit force.

Further, an output end face 2001 and a non-output end face 2002 are respectively formed on two axial sides of the motor housing 210, and the axial dimension of the axial-magnetic-field motor 200 is defined between the output end face 2001 and the non-output end face 2002. When assembled, the output end face 2001 of the axial magnetic field motor 200 is integrally connected to the side of the speed reducer 100 away from the wheel 400, and the non-output end faces 2002 of the two axial magnetic field motors 200 are integrally connected to ensure that the overall axial dimension can be arranged between the two wheels 400 with a certain track.

The axial magnetic field motor 200 may be classified into a single-stator and double-rotor axial magnetic field motor, a single-stator and single-rotor axial magnetic field motor, and the like, according to the number of stators and rotors. Taking a single-stator dual-rotor axial magnetic field motor as an example, two rotors are air-gap-retained on two sides of the stator and are attached to the speed reducer 100 and the other axial magnetic field motor 200 on two sides, and the attachment means that the two are almost attached to each other, so as to shorten the distance between the two, and further make the structure more compact.

As shown in fig. 1 and 6, the axial field motor 200 has a motor peripheral edge 2003 defining a radial dimension thereof, the motor peripheral edge 2003 is connected to extend between the output end face 2001 and the non-output end face 2002, the speed reducer 100 has a speed reducer peripheral edge 1003 defining a radial dimension thereof, and the step (b) includes:

when the output end face 2001 of the axial field motor 200 is connected to the side of the speed reducer 100 facing away from the wheel, the motor periphery 2003 of the axial field motor 200 is substantially flush with the speed reducer periphery 1003 of the speed reducer 100.

It should be noted that, when the actual radial dimension of the reducer case 110 is designed to be consistent with the radial dimension of the axial-field motor 200, the motor peripheral edge 2003 and the reducer peripheral edge 1003 of both are completely flush with each other. The present embodiment is not limited to the actual radial dimension of the reducer case 110 being smaller than the radial dimension of the axial field motor 200, and therefore there may be cases where the edges are not flush at all, or where parts of the edges are flush.

To further explain, two axial sides of the reducer case 110 respectively form an inner connecting surface 1002 and an outer connecting surface 1001, the inner connecting surface 1002 and the outer connecting surface 1001 define an axial dimension of the reducer 100 therebetween, and the reducer periphery 1003 extends and is connected between the inner connecting surface 1002 and the outer connecting surface 1001, wherein the inner connecting surface 1002 is integrally connected with the output end surface 2001 of the axial magnetic field motor 200, and the outer connecting surface 1001 is disposed toward the wheel 400.

The reducer periphery 1003 of the reducer 100 is gradually reduced from the inner connecting surface 1002 to the outer connecting surface 1001, so that the reducer 100 is in a circular truncated cone shape, the inner connecting surface 1002 can be flush with the motor periphery 2003 of the axial magnetic field motor 200, and the outer connecting surface 1001 is inevitably located in an area surrounded by the motor periphery 2003.

Preferably, the air gap surface of the axial-flux motor 200 is parallel to the inner connection surface 1002, so that the axial-flux motor 200 is effectively supported on the inner connection surface 1002 of the reducer 100, and the breakage of the reducer case 110 is prevented.

In one example, as shown in fig. 3 to 6, the electric drive system further includes a controller 300, and the step (b) is followed by:

(c) The controller 300 is connected to the motor peripheries 2003 of the two axial-flux motors 200, and the controller 300 is electrically connected to the two axial-flux motors 200, respectively.

In another example, as shown in fig. 7 to 9, the electric drive system further includes two controllers 300, and further includes after step (b):

(c) Each of the controllers 300 is connected to a motor periphery 2003 of one of the axial-flux motors 200, and the controller 300 is electrically connected to the axial-flux motor 200 to which it is connected. The two controllers 300 may be integrally connected, but may be arranged in a staggered manner.

The controller housing 310 of the controller 300 and the motor housing 210 of the axial-direction magnetic-field motor 200 share a common housing and can be integrally provided, so that a high-voltage wire harness, a low-voltage wire harness, and the like between the axial-direction magnetic-field motor 200 and the controller 300 are omitted, the structure is more compact and simple, and the manufacturing cost is reduced.

Of course, the motor periphery 2003 of the axial field motor 200 is provided with an interface, and when the controller 300 is integrally connected to the motor periphery 2003, the interface is electrically connected to the axial field motor 200, so that the wire harness can be prevented from being exposed to the outside to increase the occupied space, and the connection process of the wire harness can be avoided.

Referring to fig. 6, the controller 300 has a flat structure, and the overall length of the controller 300, whether it is a single controller 300 or two controllers 300, is smaller than the sum of the axial dimensions of the two axial-field motors 200.

As shown in fig. 1, the axial magnetic field motors 200 on both sides and the speed reducers 100 on both sides are respectively and correspondingly arranged, so that the system rigidity is ensured, and the noise, vibration and harshness (NVH) performance of the whole vehicle is improved.

To sum up, axial magnetic field motor 200 has axial size and is little, and power density is higher, and the quality is lighter and the moment of torsion is exported characteristics such as bigger, and it can be seen that this embodiment will axial magnetic field motor 200 with reduction gear 100 arranges along the wheel track direction to after an organic whole is connected, can release more spaces between two wheels 400 of certain wheel track, increase reduction gear 100's design space, and can satisfy arrange two between two wheels 400 axial magnetic field motor 200 and two reduction gear 100 etc.. In addition, the speed reducer 100 is designed by taking the radial dimension of the axial magnetic field motor 200 as an upper limit and a transmission ratio, and the radial dimension of the axial magnetic field motor 200 can be far larger than the axial dimension of the axial magnetic field motor 200, so that the design space utilization rate of the speed reducer 100 is further increased on the premise of ensuring that the overall occupied space is small, and the speed reducer 100 with the larger transmission ratio can be provided, so that the starting acceleration of the automobile is faster.

Second embodiment

As shown in fig. 1 to 9, the electric drive system includes:

the two speed reducers 100, the speed reducer 100 is a planetary gear speed reducer, and the speed reducer 100 is in transmission connection with a wheel 400;

an output end face 2001 is arranged on one axial side of the axial magnetic field motor 200, and the output end face 2001 of the axial magnetic field motor 200 is connected with one side, away from the wheel 400, of the speed reducer 100;

the two axial magnetic field motors 200 are connected between the two speed reducers 100, so that the wheels 400 connected with the speed reducers 100 are arranged outwards, and each speed reducer 100 is in transmission connection with the axial magnetic field motors 200 and the wheels 400 at two adjacent sides;

the motor rim 2003 of the axial field motor 200 is substantially flush with the gear rim 1003 of the gear 100.

The electric drive system can be designed by the above design method, so that by taking advantage of the axial dimension of the axial magnetic field motor 200 being significantly smaller than the radial dimension, and integrally connecting the speed reducer 100 to the output end face 2001 on one axial side of the axial magnetic field motor 200, more space can be released between two wheels 400 with a certain track, and the design space utilization rate of the speed reducer 100 can be further increased.

As shown in fig. 3 to 9, the electric drive system further includes:

at least one controller 300, said controller 300 being connected to a motor periphery 2003 of said axial field motor 200, and said controller 300 being electrically connected to said axial field motor 200.

The number of the controllers 300 may be one or two, and when the number of the controllers 300 is one, the controllers 300 are electrically connected to the two axial-flux motors 200, respectively. When the number of the controllers 300 is two, each of the controllers 300 is electrically connected to one of the axial-flux motors 200, respectively. In addition, the controller 300 may be integrated with the axial field motor, or both may be integrally connected by a fastener.

As shown in fig. 3 to 9, the motor 200 includes a motor housing 210, the controller 300 includes a controller housing 310, and the decelerator 100 includes a decelerator housing 110;

the motor housing 210 and the controller housing 310 are integrally connected, and/or the motor housing 210 and the reducer housing 110 are integrally connected.

Taking the motor housing 210 and the reducer housing 110 as an example, they can be fastened by a plurality of bolts 500, wherein the bolts 500 are disposed on the periphery of the motor housing 210 and the reducer housing 110 and can be hidden inside, so as to make the structure compact and prevent the occupied space from becoming large.

In addition, the motor housing 210 may be a split structure, so as to be suitable for mounting a dual-rotor single-stator axial magnetic field motor. Referring to fig. 6, the motor housing 210 includes a middle housing 211 and two side housings 212, the stator is installed in the middle housing 211, and the rotor is installed in each of the side housings 212, and when the two side housings 212 are fixed to both sides of the middle housing 211 by bolts, respectively, the two rotors are air-gap-maintained at both sides of the stator in the axial direction.

With continued reference to fig. 3 to 9, the motor housing 210, the decelerator housing 110 and the controller housing 310 may be provided with reinforcing ribs at their peripheries to secure structural strength.

As shown in fig. 5 and 8, the output end face 2001 is recessed toward the inside of the axial field motor 200 to form an accommodating cavity 20011, and the speed reducer 100 is partially embedded in the accommodating cavity 20011 to shorten the overall axial dimension.

In addition, the non-output end surface 2002 is also recessed towards the inside of the axial magnetic field motor 200 to form a second accommodating cavity 20021, which can accommodate a cooling structure, a rotation structure, and the like, and the cold zone structure can be a cooling pipe, which is used for cooling the axial magnetic field motor 200 by a cooling medium (including cooling liquid or cooling gas). Of course, a cooling structure may also be disposed in the receiving cavity 20011 of the output end face 2001, that is, while ensuring that the entire axial dimension can be received between the two wheels 400, a cooling function may also be added accordingly.

Referring to fig. 1 and 6, the decelerator 100 is fixed and the axial-field motor 200 is mounted to a side of the decelerator 100 facing away from the wheel 400, i.e., the axial-field motor 200 is supported on the decelerator housing 110. Preferably, axial-field electric machine 200 further includes at least one stator and at least one rotor having an air-gap surface formed therebetween, the air-gap surface being parallel to internal connection surface 1002, such that axial-field electric machine 200 is effectively supported on internal connection surface 1002 of reducer 100. Therefore, the distance from the center of gravity of the axial magnetic field motor 200 to the speed reducer 100 can be shortened, the moment arm is smaller, the generated bending moment is smaller, the motor installation stability and reliability are improved, and the phenomena that the speed reducer shell 110 cannot bear the self weight of the motor and is broken and the like are avoided. In the design process of increasing the motor torque by increasing the air gap surface, the moment arm is always kept in a smaller range, the load on the speed reducer shell 110 is smaller, and the design space is enlarged.

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. A method for designing an electric drive system, wherein the electric drive system comprises at least one axial field motor (200) and at least one speed reducer (100), one axial side of the axial field motor (200) is provided with an output end face (2001), and the method comprises the following steps:

(a) -designing said reducer (100) according to the radial dimensions of said axial field motor (200) and to the transmission ratio required by said electric drive system;

(b) An output end face (2001) of the axial magnetic field motor is connected to the side, facing away from a wheel (400), of the speed reducer (100) to obtain the electric drive system.

2. A method of designing an electric drive system as defined in claim 1, wherein said retarder (100) includes a retarder housing (110) and a transmission structure (120), and said step (a) includes:

(a1) Obtaining the radial upper limit size of the reducer shell (110) according to the radial size of the axial magnetic field motor (200);

(a2) The transmission structure (120) is designed according to the radial upper limit size of the reducer shell (110) and the transmission ratio.

3. The method of designing an electric drive system according to claim 2, wherein said transmission structure (120) comprises at least one driving wheel (1211) and at least one driven wheel (1212), said driving wheel (1211) and said driven wheel (1212) are in transmission connection and are arranged along a radial direction of said reducer housing (110), and said step (a 2) comprises:

according to the transmission ratio, the driving wheel (1211) and the driven wheel (1212) are designed to be in accordance with the radial upper limit size of the reducer housing (110).

4. Method for designing an electric drive system according to claim 1, wherein the number of said axial field motor (200) and said speed reducer (100) is two, respectively, and said step (b) comprises:

connecting two axial magnetic field motors (200) between two speed reducers (100) so that the wheels (400) connected with the speed reducers (100) are arranged outwards, and each speed reducer (100) is in transmission connection with the axial magnetic field motors (200) and the wheels (400) on two adjacent sides of the speed reducer.

5. A method of designing an electric drive system according to claim 1, wherein said axial field motor (200) has a motor periphery (2003) defining its radial dimension, said speed reducer (100) is an epicyclic reduction gearbox, said speed reducer (100) has a speed reducer periphery (1003) defining its radial dimension, and said step (b) comprises:

when the output end face (2001) of the axial magnetic field motor (200) is connected to the side, away from the wheel, of the speed reducer (100), the motor peripheral edge (2003) of the axial magnetic field motor (200) is approximately flush with the speed reducer peripheral edge (1003) of the speed reducer (100).

6. An electric drive system, comprising:

the speed reducer comprises two speed reducers (100), wherein the speed reducers (100) are planetary gear speed reducers, and the speed reducers (100) are in transmission connection with a wheel (400);

the two axial magnetic field motors (200), wherein an output end face (2001) is arranged on one axial side of each axial magnetic field motor (200), and the output end face (2001) of each axial magnetic field motor (200) is connected with one side, deviating from the wheel (400), of the speed reducer (100);

the two axial magnetic field motors (200) are connected between the two speed reducers (100) so that the wheels (400) connected with the speed reducers (100) are arranged outwards, and each speed reducer (100) is in transmission connection with the axial magnetic field motors (200) and the wheels (400) on two adjacent sides of the speed reducer;

the motor peripheral edge (2003) of the axial field motor (200) is substantially flush with the reducer peripheral edge (1003) of the reducer (100).

7. The electric drive system of claim 6, further comprising:

at least one controller (300), said controller (300) being connected to a motor periphery (2003) of said axial field motor (200), and said controller (300) being electrically connected to said axial field motor (200).

8. The electric drive system of claim 7, wherein the electric motor (200) comprises a motor housing (210), the controller (300) comprises a controller housing (310), and the retarder (100) comprises a retarder housing (110);

the motor housing (210) and the controller housing (310) are integrally connected, and/or the motor housing (210) and the gear housing (110) are integrally connected.

9. An electric drive system according to claim 6, characterized in that the output end face (2001) is recessed towards the interior of the axial field motor (200) to form a housing chamber (20011), and the speed reducer (100) is partially embedded in the housing chamber (20011).

10. An electric drive system as claimed in claim 6, characterized in that said electric machine (200) further comprises at least one stator and at least one rotor, said stator and said rotor forming an air gap surface therebetween, said air gap surface being parallel to said output end surface (2001).