CN209833342U - Automobile and power assembly thereof - Google Patents
Automobile and power assembly thereof Download PDFInfo
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- CN209833342U CN209833342U CN201822240602.0U CN201822240602U CN209833342U CN 209833342 U CN209833342 U CN 209833342U CN 201822240602 U CN201822240602 U CN 201822240602U CN 209833342 U CN209833342 U CN 209833342U
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- input shaft
- motor
- variable speed
- motor shaft
- accommodating cavity
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Abstract
The utility model relates to an automobile and power assembly thereof, power assembly include casing, motor shaft and variable speed input shaft. The shell is a hollow structure with an accommodating cavity. An end cover is arranged in the containing cavity to divide the containing cavity into a motor containing cavity and a variable speed containing cavity. The motor shaft is rotatably mounted to the end cap. One end of the motor shaft penetrates through the motor accommodating cavity and is rotatably connected with the side wall of the shell, and the other end of the motor shaft protrudes out of the end cover and is arranged in the variable speed accommodating cavity in a hanging mode. The variable speed input shaft is accommodated in the variable speed accommodating cavity and is connected with one end of the motor shaft, which is positioned in the variable speed accommodating cavity. Compared with the prior art that the variable-speed input shaft can only be installed on the shell through the installation structure, the variable-speed input shaft is connected with the motor shaft which is arranged in the variable-speed accommodating cavity in a suspension mode and does not need to be connected with the shell, the length of the variable-speed input shaft is greatly reduced, the installation structure between the variable-speed input shaft and the shell is omitted, and the structure of the power assembly is more compact.
Description
Technical Field
The utility model relates to a power transmission technical field especially relates to an automobile and power assembly thereof.
Background
A power assembly is widely used in modern machines as a driving device that generates power and transmits the power to a working machine. The power assembly mainly comprises a driving motor and a transmission. The power generated by the driving motor is transmitted to the transmission through a motor shaft in transmission connection and an input shaft of the transmission.
At present, a motor shaft is rotatably connected to a housing through bearings disposed at both ends of the motor shaft, and an input shaft in a transmission is also rotatably connected to a housing through bearings disposed at both ends of the input shaft. Therefore, the traditional power assembly has the problems of not compact structure and large volume.
SUMMERY OF THE UTILITY MODEL
Therefore, it is necessary to provide a compact vehicle and a power assembly thereof, aiming at the problems of the conventional power assembly that the structure is not compact enough and the volume is large.
A powertrain, comprising:
the motor comprises a shell, a motor body and a speed change device, wherein the shell is of a hollow structure with an accommodating cavity, and an end cover is arranged in the accommodating cavity to divide the accommodating cavity into a motor accommodating cavity and a speed change accommodating cavity;
the motor shaft is rotatably arranged on the end cover, one end of the motor shaft penetrates through the motor accommodating cavity and is rotatably connected with the side wall of the shell, and the other end of the motor shaft protrudes out of the end cover and is arranged in the variable speed accommodating cavity in a hanging manner; and
and the variable speed input shaft is accommodated in the variable speed accommodating cavity and is connected with one end of the motor shaft positioned in the variable speed accommodating cavity.
In one embodiment, the motor shaft is rotatably coupled to the end cap and the housing sidewall, respectively, by bearings.
In one embodiment, the bearing is a plain bearing.
In one embodiment, the speed change input shaft is a hollow cylindrical structure, and the speed change input shaft is sleeved at one end of the motor shaft, which is located in the speed change accommodating cavity.
In one embodiment, an end surface of the motor shaft at one end in the variable speed accommodating cavity is flush with an end surface of the variable speed input shaft at one end far away from the motor accommodating cavity.
In one embodiment, an end surface of the motor shaft at one end of the variable speed accommodating cavity is positioned between end surfaces at two ends of the variable speed input shaft.
In one embodiment, an end surface of the motor shaft, which is located at one end of the variable speed accommodating cavity, is provided with an installation groove, and one end of the variable speed input shaft penetrates through the installation groove.
In one embodiment, the mounting groove is a through groove penetrating through the motor shaft.
In one embodiment, the motor shaft is in splined driving connection with the variable speed input shaft.
An automobile comprises a power assembly.
According to the automobile and the power assembly thereof, one end of the motor shaft is suspended in the variable speed accommodating cavity and is connected with the variable speed input shaft, so that power can be transmitted from the driving motor to the transmission. Therefore, in the power assembly, the variable speed input shaft is arranged in the variable speed accommodating cavity in a suspended mode and is connected with the motor shaft, the variable speed input shaft is not directly connected with the shell, and the variable speed input shaft can be installed in the variable speed accommodating cavity. Compared with the prior art that the variable-speed input shaft can only be installed on the shell through the installation structure, the variable-speed input shaft is connected with the motor shaft which is arranged in the variable-speed accommodating cavity in a suspension mode and does not need to be connected with the shell, the length of the variable-speed input shaft is greatly reduced, the installation structure between the variable-speed input shaft and the shell is omitted, the structure of the power assembly is more compact, and the size of the power assembly is effectively reduced.
Drawings
FIG. 1 is a schematic view of a portion of a power assembly according to a preferred embodiment of the present invention;
fig. 2 is a schematic view of a partial structure of a powertrain according to another embodiment of the present invention.
Detailed Description
In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the accompanying drawings. Preferred embodiments of the present invention are shown in the drawings. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Referring to fig. 1 and 2, the present invention provides an automobile and a power assembly 100 thereof. The vehicle includes a powertrain 100.
The automobile can be a new energy automobile such as an electric automobile and the like, and can also be a conventional energy automobile. The powertrain 100 is an important part of a driving system of a vehicle, and is mainly used for generating power and transmitting the power to wheels of the vehicle to drive the vehicle to walk on the ground.
The power assembly 100 of the preferred embodiment of the present invention includes a housing 110, a motor shaft 120 and a variable speed input shaft 130.
The housing 110 has a hollow structure with a receiving cavity 111. An end cap 112 is disposed in the receiving cavity 111. The end cap 112 divides the housing cavity 111 into a motor housing cavity 1111 and a variable speed housing cavity 1112. The housing 110 mainly functions as a support and a fixing.
In the present embodiment, the housing 110 includes a transmission case 114 and a motor case 113. The transmission housing 114 is detachably connected to the motor housing 113. The transmission housing 114 is a protective housing of the transmission, and is mainly used for mounting other components in the transmission and protecting the other components in the transmission, and the motor housing 113 is a mounting protective housing of the driving motor, and is mainly used for mounting components such as a rotor and a stator in the driving motor and protecting the rotor and the stator. The casing 110 is provided with the speed change casing 114 and the motor casing 113, and the speed change casing 114 is detachably connected with the motor casing 113, so that the casing 110 is an integrated casing, which not only enables the integration of the power assembly 100 to be higher, but also enables the disassembly and assembly of the power assembly 100 to be more convenient.
The motor shaft 120 is rotatably mounted to the end cap 112. One end of the motor shaft 120 passes through the motor accommodating cavity 1111 and is rotatably connected to the sidewall of the housing 110, and the other end protrudes out of the end cover 112 and is suspended in the variable-speed accommodating cavity 1112. The motor shaft 120 is mainly used to mount a rotor so that power generated by the driving motor is output from the motor shaft 120. Thus, the motor shaft 120 mainly plays a supporting role. In this embodiment, the motor shaft 120 is rotatably coupled to the end cap 112 and the sidewall of the housing 110 by bearings 140. The main function of the bearing 140 is to support the mechanical rotating body and reduce the friction coefficient during its movement. Therefore, the arrangement of the bearing 140 effectively reduces the friction coefficient between the motor shaft 120 and the side wall of the housing 110 and the end cover 112, so that the rotation precision of the motor shaft 120 is higher. Further, in the present embodiment, the bearing 140 is a rolling bearing. The rolling bearing has the characteristics of small friction resistance, high mechanical efficiency, compact structure, light weight, high precision and the like. Therefore, the provision of the bearing 140 as a rolling bearing allows the powertrain 100 provided with the motor shaft 120 to also have advantages of compact structure, light weight, high precision, and the like. The shift input shaft 130 is received in the shift receiving cavity 1112 and is coupled to an end of the motor shaft 120 located in the shift receiving cavity 1112. Specifically, the transmission input shaft 130 is an input shaft of the transmission, and the transmission input shaft 130 may be coupled to the motor shaft 120 by spline connection or the like, mainly to initiate power transmission.
Therefore, the speed change input shaft 130 is suspended in the speed change accommodating cavity 1112 and coupled to the motor shaft 120, and the speed change input shaft 130 is no longer directly connected to the housing 110, so that the speed change input shaft 130 can be mounted in the speed change accommodating cavity 1112. Compared with the prior art in which the variable speed input shaft 130 can only be mounted on the housing 110 through a mounting structure, the variable speed input shaft 130 is coupled to the motor shaft 120 suspended in the variable speed accommodating cavity 1112, and does not need to be connected to the housing 110, so that the length of the variable speed input shaft 130 is greatly reduced, the mounting structure between the variable speed input shaft 130 and the housing 110 is omitted, the structure of the power assembly 100 is more compact, and the volume of the power assembly 100 is effectively reduced. Moreover, since the mounting structure between the transmission input shaft 130 and the housing 110 is omitted, the manufacturing cost of the powertrain 100 can be reduced, the mass of the powertrain 100 can be reduced, and the powertrain 100 can be made lighter.
In the present embodiment, the shift input shaft 130 has a hollow cylindrical structure. The speed change input shaft 130 is sleeved at one end of the motor shaft 120 located in the speed change accommodating cavity 1112. Therefore, the variable speed input shaft 130 is sleeved at one suspended end of the motor shaft 120 and connected with the motor shaft 120, so that the variable speed input shaft 130 can be installed, the installation of the variable speed input shaft 130 is simpler, and the installation process of the power assembly 100 is simplified. Moreover, since the motor shaft 120 is a power output shaft and the speed change input shaft 130 is a power input shaft, the speed change input shaft 130 is sleeved on the motor shaft 120, so that the power transmission precision is higher, and the reliability of the power assembly 100 is higher.
Referring to fig. 1 again, in the present embodiment, an end surface of the motor shaft 120 at one end of the variable speed accommodating cavity 1112 is flush with an end surface of the variable speed input shaft 130 at an end far from the motor accommodating cavity 1111. Therefore, the variable speed input shaft 130 is completely sleeved on the motor shaft 120, so that the connection between the variable speed input shaft 130 and the motor shaft 120 is more stable, the stability of the motor shaft 120 transmitting power to the variable speed input shaft 130 is greatly improved, and the reliability of the power assembly 100 is further improved. Moreover, the end surface of the motor shaft 120 at the end of the variable speed accommodating cavity 1112 is flush with the end surface of the variable speed input shaft 130 at the end far away from the motor accommodating cavity 1111, so that the motor shaft 120 and the variable speed input shaft 130 do not increase extra volume, and the structure of the power assembly 100 is more compact.
It is understood that in other embodiments, the end surface of the motor shaft 120 at one end of the variable speed accommodating cavity 1112 is provided with a mounting groove 121 (not shown). One end of the speed change input shaft 130 is inserted into the mounting groove 121. Thus, the motor shaft 120 and the speed change input shaft 130 can be connected by inserting one end of the speed change input shaft 130 into the mounting groove 121. Since one end of the motor shaft 120 located in the variable speed accommodating cavity 1112 is suspended, the variable speed input shaft 130 penetrating the mounting groove 121 is also suspended. The mounting groove 121 may be a groove with an open end or a through groove with open ends.
Further, the mounting groove 121 is a through groove penetrating through the motor shaft 120. The mounting groove 121 is provided as a through groove so that the mounting groove 121 can be used not only to mount the speed change input shaft 130, but also the mounting groove 121 can reduce the mass of the motor shaft 120 so that the motor shaft 120 has a light mass.
Referring to fig. 1 again, in the embodiment, when the variable speed input shaft 130 is sleeved on one end of the motor shaft 120 located in the variable speed accommodating cavity 111, one end of the motor shaft 120 may also be provided with the mounting groove 121 to reduce the mass of the motor shaft 120, so that the power assembly 100 is lighter.
Referring to fig. 2 again, in another embodiment, the end surface of the motor shaft 120 at one end inside the variable speed accommodating cavity 1112 is located between the end surfaces at two ends of the variable speed input shaft 130. Therefore, the end of the motor shaft 120 located in the speed change accommodating cavity 1112 is retracted into the speed change input shaft 130, so that the condition that the end of the motor shaft 120 located in the speed change accommodating cavity 1112 interferes with the speed change accommodating cavity 1112 is effectively avoided, and the reliability of the power assembly 100 is effectively ensured.
In the present embodiment, the motor shaft 120 is drivingly connected to the transmission input shaft 130 by splines (not shown). The spline comprises an inner spline and an outer spline, and power transmission can be realized through the matching of the outer spline and the inner spline. The spline connection has the advantages of good guidance, high centering precision, large transmission torque and the like. Therefore, the power transmission precision between the motor shaft 120 and the variable speed input shaft 130 is higher by means of spline coupling, and the reliability of the power assembly 100 is higher.
Specifically, when the variable speed input shaft 130 is sleeved on the motor shaft 120, an inner spline is disposed on an inner wall of the variable speed input shaft 130, and an outer spline is disposed at one end of the motor shaft 120, which is located in the variable speed accommodating cavity 1112; when the speed change input shaft 130 is inserted into the mounting groove 121 of the motor shaft 120, an external spline is disposed at one end of the speed change input shaft 130 close to the motor shaft 120, and an internal spline is disposed on an inner wall of the mounting groove 121. The external splines cooperate with the internal splines to allow the motor shaft 120 to rotate the variable speed input shaft 130.
In the automobile and the power assembly 100 thereof, one end of the motor shaft 120 is suspended in the speed change accommodating cavity 1112 and is connected with the speed change input shaft 130, so that power can be transmitted from the driving motor to the transmission. Therefore, in the power assembly 100, the speed change input shaft 130 is suspended in the speed change accommodating cavity 1112 and coupled to the motor shaft 120, and the speed change input shaft 130 is not directly connected to the housing, so that the speed change input shaft 130 can be mounted in the speed change accommodating cavity 1112. Compared with the prior art in which the variable speed input shaft 130 can only be mounted on the housing 110 through a mounting structure, the variable speed input shaft 130 is coupled to the motor shaft 120 suspended in the variable speed accommodating cavity 1112, and does not need to be connected to the housing 110, so that the length of the variable speed input shaft 130 is greatly reduced, the mounting structure between the variable speed input shaft 130 and the housing 110 is omitted, the structure of the power assembly 100 is more compact, and the volume of the power assembly 100 is effectively reduced.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. A powertrain, comprising:
the motor comprises a shell, a motor body and a speed change device, wherein the shell is of a hollow structure with an accommodating cavity, and an end cover is arranged in the accommodating cavity to divide the accommodating cavity into a motor accommodating cavity and a speed change accommodating cavity;
the motor shaft is rotatably arranged on the end cover, one end of the motor shaft penetrates through the motor accommodating cavity and is rotatably connected with the side wall of the shell, and the other end of the motor shaft protrudes out of the end cover and is arranged in the variable speed accommodating cavity in a hanging manner; and
the variable speed input shaft is contained in the variable speed containing cavity and is connected with one end, located in the variable speed containing cavity, of the motor shaft, and one end, far away from the motor containing cavity, of the variable speed input shaft is arranged in the variable speed containing cavity in a hanging mode.
2. The locomotion assembly of claim 1, wherein the motor shaft is rotatably connected to the end cap and the housing side wall by bearings, respectively.
3. The locomotion assembly of claim 2, wherein the bearing is a rolling bearing.
4. The powertrain of claim 1, wherein the transmission input shaft is a hollow tubular structure, and the transmission input shaft is sleeved at an end of the motor shaft located in the transmission accommodating chamber.
5. The powertrain of claim 4, wherein an end surface of the motor shaft at an end of the variable speed input shaft located in the variable speed receiving cavity is flush with an end surface of the variable speed input shaft at an end remote from the motor receiving cavity.
6. The powertrain of claim 4, wherein the end surface of the motor shaft at one end of the shift receiving cavity is positioned between the end surfaces at the two ends of the shift input shaft.
7. The power assembly as claimed in claim 1, wherein an installation groove is formed in an end surface of the motor shaft at one end of the speed change accommodating chamber, and one end of the speed change input shaft is inserted into the installation groove.
8. The powertrain of claim 7, wherein the mounting slot is a through slot extending through the motor shaft.
9. The powertrain of claim 1, wherein the motor shaft is in splined engagement with the variable speed input shaft.
10. An automobile, characterized by comprising a powertrain according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822240602.0U CN209833342U (en) | 2018-12-28 | 2018-12-28 | Automobile and power assembly thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822240602.0U CN209833342U (en) | 2018-12-28 | 2018-12-28 | Automobile and power assembly thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209833342U true CN209833342U (en) | 2019-12-24 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201822240602.0U Active CN209833342U (en) | 2018-12-28 | 2018-12-28 | Automobile and power assembly thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN209833342U (en) |
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2018
- 2018-12-28 CN CN201822240602.0U patent/CN209833342U/en active Active
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