CN202896297U - Electric automotive transmission system - Google Patents

Abstract

The utility model provides an electric automotive transmission system which comprises a motor and a speed reducer, wherein the motor is provided with an output shaft, the speed reducer is provided with a box body which is fixedly connected on the end portion of the motor, and the output shaft of the motor penetrates through the box body of the speed reducer to extend into the speed reducer to form an input shaft of the speed reducer. A differential mechanism is placed inside the speed reducer, and a reduction gear group used for slowing down rotation output of the input shaft and transmitting the slowed rotation output to the differential mechanism is placed between the input shaft and the differential mechanism. The electric automotive transmission system has the advantages of being small in size, light in weight, convenient to install, reliable to work and especially suitable for pure electric vehicles to use.

Description

Electric vehicle drivetrain

technical field

The utility model relates to the field of electric vehicles, in particular to an electric vehicle transmission system.

Background technique

With the increasing shortage of oil resources and the increasingly bad impact of exhaust emissions on the environment, new energy vehicles (especially pure electric vehicles) have attracted more and more attention. The country has recently issued a number of incentives to further promote electric vehicles. technology development. At present, the power system of electric vehicles (especially pure electric passenger vehicles) includes: motors, reducers and differentials. Among them, the motor and the reducer are independent units. Generally, the output shaft of the motor is connected with the input shaft of the reducer through a spline fit, and the output torque of the motor is amplified by the reducer and then transmitted to the wheels. This often results in large volume, heavy weight, and high cost of the transmission system, and the matching accuracy of the motor and gearbox is reduced after assembly, which is not conducive to the development and promotion of electric vehicle technology.

Utility model content

The technical problem to be solved by the utility model is to provide an electric vehicle transmission system with compact structure and stable transmission.

The purpose of this utility model is achieved by providing the following electric vehicle transmission system, which includes: a motor, the motor has an output shaft; a reducer, the reducer has a box, and the box of the reducer is fixedly connected to the motor The end of the reducer; the output shaft passes through the reducer box and extends into the reducer to form the input shaft of the reducer; a differential is also provided in the reducer, between the input shaft and the differential A reduction gear set is provided that reduces the rotational output of the input shaft and transmits it to the differential.

Preferably, the box is provided with a through hole, the output shaft passes through the through hole, and two skeleton oil seals are axially spaced between the through hole and the output shaft, and the two Grease is filled between the two skeleton oil seals.

Preferably, an auxiliary support box is fixedly connected to the box, and a bearing is provided on the auxiliary support box, and the end of the output shaft is supported by the bearing.

Preferably, the bearing includes an angular contact ball bearing and a cylindrical bearing, the angular contact ball bearing axially supports the output shaft, and the cylindrical bearing radially supports the output shaft.

Preferably, the reduction gear set includes: an input gear with a fixed rotation direction coaxially arranged on the output shaft, a secondary driving gear shaft with an output gear arranged on it, and a coaxial input gear with a fixed rotation direction arranged on the secondary The primary driven gear on the driving gear shaft, the differential driven gear coaxially arranged on the differential with a fixed rotation direction, the input gear meshes with the primary driven gear, and the output gear meshes with the differential driven gear.

Further preferably, both ends of the secondary drive gear shaft are supported on the casing by bearings, wherein the bearing seat of at least one bearing is detachably connected to the casing, and when the bearing seat and the casing abut Between the corresponding two abutting surfaces, an adjusting gasket is arranged.

Further preferably, both ends of the differential are supported on the case by bearings, wherein the bearing seat of at least one bearing is detachably connected to the case, and where the bearing seat abuts against the case Correspondingly between the two abutting surfaces, an adjusting gasket is arranged.

Further preferably, the bearing is a tapered bearing.

Further preferably, the output shaft, the secondary drive gear shaft and the differential are arranged in parallel.

Preferably, the box is formed by connecting two half-boxes divided along the longitudinal direction of the box.

The beneficial effects of the utility model are mainly reflected in: the reducer of the utility model is integrated with the motor, which reduces the number of parts of the entire transmission system, reduces the overall weight, and has a more compact structure; an auxiliary support box is installed inside the reducer box body, the motor shaft extending into the reducer is supported at the end by bearings inside the auxiliary support box, which improves the overall rigidity of the motor shaft and increases the stability of the transmission system; between the motor input shaft and the reducer box There are two skeleton oil seals installed in the through part, and there is a large enough gap between the two skeleton oil seals, and the grease is filled during assembly to further improve the reliability of the seal. At the same time, the reducer is vertically divided into boxes, including left and right boxes, which makes assembly more convenient. To sum up, the utility model is small in size, light in weight, easy to install and reliable in operation, and is especially suitable for pure electric vehicles.

Description of drawings

Fig. 1 is a perspective view of an electric vehicle transmission system according to a specific embodiment of the present invention.

Fig. 2 is a cross-sectional view of the electric vehicle transmission system in Fig. 1 developed along line A-A.

Fig. 3 is a horizontal cross-sectional view of the electric vehicle transmission system in Fig. 1 along the axis of the motor.

FIG. 4 is a partial cross-sectional view of the electric vehicle transmission system in FIG. 1 .

1. Reducer 2. Motor 101. Input gear 102. Auxiliary support box 103. Secondary driving gear shaft 104, half box 105. Differential driven gear 106, half box 107. Differential 108. Primary driven gear 109. Skeleton oil seal 110, screw 111. Bolt 112. End cap 113. Angular contact ball bearings 114, pressure plate 115. Cylindrical bearing 116. Bearing seat 117. Adjusting gasket 118. Bearing seat 119. Tapered bearing 201. Output shaft

Detailed ways

As shown in FIG. 1 , the specific embodiment of the present invention provides an electric vehicle transmission system used in a pure electric vehicle, which includes a motor 2 and a reducer 1 integrally arranged with the motor 2 . The box of the reducer 1 is fixedly connected to the motor 2, specifically the end of the motor 2, that is, the box can be directly connected to the motor 2 and at the same time form the end cover of the motor 2, or it can be connected to the end cover of the motor 2 The motor 2 is indirectly fixedly connected in a fixed way, and it can also be connected to the end of the motor 2 and the end cover of the motor 2 is housed in the reducer 1 as a whole. The reducer 1 adopts a vertical box structure, and the box is formed by connecting two half boxes along the longitudinal direction of the box, including the left half box 104 and the right half box Body 106, which are connected by bolts. The inside of the box includes a reduction gear set and a differential 107. The torque output by the output shaft 201 of the motor 2 is amplified by the reduction gear set and then transmitted to the wheels by the differential 107 to drive the vehicle.

Fig. 2 is a sectional view of Fig. 1 developed along line A-A, and Fig. 3 is a horizontal sectional view of Fig. 1 along the motor axis X. Combining Fig. 2 and Fig. 3, due to the integrated arrangement of the reducer 1 and the motor 2, the output shaft 201 of the motor 2 It directly extends into the inside of the reducer 1 and is used as the input shaft of the reducer 1 . At the same time, in order to enhance the overall rigidity of the output shaft 201 of the motor 2 and improve the stability of the output, an auxiliary support box 102 is arranged inside the reducer 1, and the auxiliary support box 102 is fixedly connected to the reducer 1, and a bearing is arranged therein. . The end of the output shaft 201 is supported on the bearing.

As shown in Fig. 3 and Fig. 4, specifically, the output shaft 201 passes through the casing of the reducer 1, specifically the through hole on the half casing 106, enters the reducer 1, and passes through the through hole of the casing and the output shaft Between 201, two skeleton oil seals 109 are arranged at an axial interval, and the space between the two skeleton oil seals 109 is filled with lubricating grease to increase the reliability of the seal. After the output shaft 102 penetrates the reducer 1, it enters the auxiliary support box 102. The auxiliary support box 102 is roughly cylindrical, and its bottom end is fixedly connected to the box of the reducer 1 by screws 110 or other connectors. Above, the corresponding top end is provided with a bearing, the bearing includes an angular contact ball bearing 113 (specifically a four-point angular contact ball bearing) and a cylindrical bearing 115, these two bearings are distributed along the axial direction, and support the end of the output shaft 201, wherein The angular contact ball bearing 113 is used to realize the axial support to the output shaft 201 , and the cylindrical bearing 115 is used to realize the radial support to the output shaft 201 . At the same time, the top of the auxiliary support box 102 is also provided with an end cover 112, and the end cover 112 is fixedly connected to the auxiliary support box 102 through bolts 111 or other connectors, and is formed with the annular stepped surface inside the auxiliary support box 102. Together, the aforementioned two bearings are axially positioned. The pressure plate 114 is connected to the output shaft 201 by bolts. Through the above structure, the end of the output shaft 201 is supported by the bearing on the auxiliary supporting box 102, so the rotation output is stable and reliable.

Continuing to refer to Fig. 2, the reduction gear set in the reducer 1 is constituted as follows: the output shaft 201 of the motor 2 is simultaneously used as the input shaft of the reducer 1, and an input gear 101 is arranged coaxially with a fixed rotation direction on it, and the input gear 101 meshes and rotates The direction-fixed coaxial primary driven gear 108 arranged on the secondary driving gear shaft 103 drives the secondary driving gear shaft 103 to rotate, and the secondary driving gear shaft 103 drives the coaxial shaft with a fixed rotation direction through the output gear on The differential driven gear 105 arranged on the differential 107 rotates to complete the task of reducing the output speed of the motor and amplifying the torque to the differential 107 . The differential 107 is connected with the left and right wheel half shafts of the electric vehicle, and transmits power to the wheels. The output shaft 201, the secondary drive gear shaft 103 and the differential 107 are arranged in parallel. By directly integrating the output shaft of the motor 2 into the reducer 1, this solution significantly reduces the volume and weight of the transmission system, reduces the use of parts and intermediate assembly links, and thus improves the matching accuracy of the transmission system. In this embodiment, the drive train is two-stage deceleration, but according to specific design requirements, those skilled in the art can choose other deceleration stages.

Specifically, the aforementioned input gear 101 is fixedly sleeved on the output shaft 201 in the rotational direction through a spline structure, rotates coaxially with the output shaft 201, and transmits the rotational motion to the primary driven gear 108 through gear meshing. The primary driven gear 108 is fixedly sleeved on the secondary driving gear shaft 103 in the direction of rotation, and the peripheral surface of the secondary driving gear shaft 103 is integrally formed with a gear that is meshed with the differential driven gear 105. Here, the number of teeth of the primary driven gear 108 is greater than the number of teeth of the input gear 101 to realize the first stage of deceleration, and the number of teeth of the differential driven gear 105 is also greater than the number of teeth of the gears on the secondary driving gear shaft 103 to realize the first stage of reduction. Secondary deceleration.

The secondary driving gear shaft 103 is arranged parallel to the output shaft 201, and its two ends are respectively supported by bearings to realize stable rotation. Specifically, each two ends are provided with a conical bearing 119 for support. The bearing seat 119 of the conical bearing 119 at the bottom of the secondary driving gear shaft 103 is directly integrally formed on the bottom of the box body, specifically on the half box body 106, and the bearing seat 116 of the conical bearing 119 at the top is fixed by bolts and other connecting parts. It is disassembled and connected to the top of the box body, specifically on the half box body 104, and between the two corresponding abutting surfaces of the bearing seat 116 and the box body, an adjusting gasket 117 is provided to adjust the secondary The clearance of the tapered bearing 119 installed on the driving gear shaft 103, to improve the stability of the complete machine operation. Similarly, the differential 107 is also arranged parallel to the output shaft 201 , and its two ends are supported by bearings to realize stable rotation. Specifically, a conical bearing 119 is provided at each two ends for support. Similarly, the bearing seat of the tapered bearing 119 at the bottom is integrally formed on the box body, specifically on the half box body 106, and the bearing seat 118 of the tapered bearing 119 at the top is detachably connected to the top of the box body by connecting parts such as bolts, specifically It is on the half box body 104, and an adjusting gasket 117 is provided between the two corresponding abutting surfaces of the bearing seat 118 and the box body to adjust the clearance of the tapered bearing 119 installed on the differential 107 , improve the stability of the whole machine operation.

The utility model is not limited to the aforementioned embodiments, and those skilled in the art may make other changes under the enlightenment of the technical essence of the utility model, but as long as the functions realized are the same or similar to those of the utility model, they shall all belong to the utility model. A new type of protection.

Claims (10)

1. Electric vehicle transmission system, comprising: motor, described motor has output shaft; Speed reducer, described speed reducer has casing, is characterized in that: The box of the reducer is fixedly connected to the end of the motor; the output shaft passes through the box of the reducer and extends into the reducer to form the input shaft of the reducer; the reducer is also provided with a differential A reduction gear set is arranged between the input shaft and the differential to transmit the rotational output of the input shaft to the differential after deceleration. 2. The electric vehicle transmission system according to claim 1, wherein a through hole is provided on the box, the output shaft passes through the through hole, and the gap between the through hole and the output shaft is There are two skeleton oil seals arranged axially apart from each other, and grease is filled between the two skeleton oil seals. 3. The electric vehicle transmission system according to claim 1, wherein an auxiliary support box is fixedly connected to the box, and a bearing is provided on the auxiliary support box, and the end of the output shaft is supported on the bearings described above. 4. The electric vehicle transmission system according to claim 3, wherein the bearing comprises an angular contact ball bearing and a cylindrical bearing, the angular contact ball bearing axially supports the output shaft, and the cylindrical bearing radially The output shaft is supported. 5. The electric vehicle transmission system according to claim 1, characterized in that, the reduction gear set comprises: an input gear coaxially arranged on the output shaft with a fixed rotation direction, and a secondary driving gear on which the output gear is arranged. The gear shaft, the primary driven gear coaxially arranged on the secondary driving gear shaft with a fixed rotation direction, the differential driven gear coaxially arranged on the differential with a fixed rotation direction, the The input gear meshes with the primary driven gear, and the output gear meshes with the differential driven gear. 6. The electric vehicle transmission system according to claim 5, characterized in that, the two ends of the secondary driving gear shaft are supported on the box by bearings, wherein the bearing housing of at least one bearing is detachably connected to the box Body, and between the two corresponding abutment surfaces of the bearing seat and the box body, an adjusting shim is provided. 7. The electric vehicle transmission system according to claim 5, characterized in that, the two ends of the differential are supported on the box by bearings, wherein the bearing seat of at least one bearing is detachably connected to the box, And between the two corresponding abutting surfaces of the bearing seat and the box body, an adjusting shim is arranged. 8. The transmission system of any electric vehicle according to claim 6 or 7, wherein the bearing is a tapered bearing. 9. The electric vehicle transmission system according to claim 5, wherein the output shaft, the secondary drive gear shaft and the differential are arranged in parallel. 10 . The electric vehicle transmission system according to claim 1 , wherein the box body is formed by connecting two half-box bodies divided along the longitudinal direction of the box body. 11 .

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