CN211869138U

CN211869138U - Power assembly for electric vehicle and electric vehicle

Info

Publication number: CN211869138U
Application number: CN201922145452.XU
Authority: CN
Inventors: 赵勇钢; 李海清; 赵春艳
Original assignee: Beijing Electric Vehicle Co Ltd
Current assignee: Beijing Electric Vehicle Co Ltd
Priority date: 2019-12-03
Filing date: 2019-12-03
Publication date: 2020-11-06
Anticipated expiration: 2029-12-03

Abstract

The utility model discloses a power assembly and electric vehicle for electric vehicle, power assembly includes: the motor shaft of the motor and the input shaft of the speed reducer are integrally formed to be constructed as an integral shaft, and the motor shell of the motor and the speed reducer shell of the speed reducer are integrally formed to be constructed as a power assembly shell; wherein be provided with first bearing, second bearing and third bearing on the integrative axle, first bearing setting is between the one end of integrative axle and speed reducer shell, and the second bearing sets up between the interlude of integrative axle and power assembly casing, and the third bearing setting is between the other end of integrative axle and motor casing, is provided with the limit structure who restricts the axial displacement of third bearing on the motor casing. Therefore, on one hand, the stress distribution among the three bearings is more balanced and reasonable, so that the service life of the power assembly is prolonged; on the other hand, the bearing effect of the third bearing is better, the power transmission is more stable, and the driving force of the power assembly is more abundant.

Description

Power assembly for electric vehicle and electric vehicle

Technical Field

The utility model belongs to the technical field of the vehicle technique and specifically relates to a power assembly and electric vehicle for electric vehicle are related to.

Background

In the related art, with the development of the electric vehicle industry, a power assembly integrating a motor and a speed reducer is a development trend, and more electric vehicles adopt the power assembly integrating the motor and the speed reducer.

However, in the technique of integrating the motor and the speed reducer, the motor shaft and the input shaft of the speed reducer are integrally formed or disposed on the same axis. Therefore, the stress of the motor shaft and the input shaft changes in the working process, and the stress of the bearings on the motor shaft and the input shaft needs to be optimized.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, an object of the present invention is to provide a power assembly for an electric vehicle, which has more reasonable stress, more abundant driving force, longer service life and more stable power transmission.

The utility model also provides an electric vehicle who has above-mentioned power assembly.

According to the utility model discloses a power assembly for electric vehicle of first aspect embodiment includes: the motor shaft of the motor and the input shaft of the speed reducer are integrally formed to be constructed as an integral shaft, and the motor shell of the motor and the speed reducer shell of the speed reducer are integrally formed to be constructed as a power assembly shell; wherein be provided with first bearing, second bearing and third bearing on the integrative axle, first bearing sets up the one end of integrative axle with between the speed reducer shell, the second bearing sets up the interlude of integrative axle with between the power assembly casing, the third bearing sets up the other end of integrative axle with between the motor casing, be provided with the restriction on the motor casing third bearing axial displacement's limit structure.

According to the power assembly provided by the embodiment of the utility model, through the arrangement of the limiting structure, in the working process of the power assembly, the radial force is borne through the first bearing and the second bearing, and the axial force is borne through the third bearing, so that on one hand, the stress distribution among the first bearing, the second bearing and the third bearing is more balanced and reasonable, and the service life of the power assembly is prolonged; on the other hand, the bearing effect of the first bearing, the second bearing and the third bearing is better, the power transmission is more stable, and the driving force of the power assembly is more abundant.

According to some embodiments of the utility model, limit structure includes: the clamping spring is arranged on the motor shell and faces to the first blocking shoulder on one side of the third bearing and the clamping spring is arranged on the motor shell and is stopped against the other side of the third bearing.

In some embodiments, one end of the first blocking shoulder is connected to the motor casing, the other end of the first blocking shoulder extends towards the inside of the motor casing and bends downward to define the accommodating space, and the third bearing is disposed in the accommodating space and attached to the inner wall of the first blocking shoulder.

Furthermore, the first retaining shoulder and the clamp spring are arranged on two sides of the outer ring of the third bearing to limit the outer ring of the third bearing, and the inner ring of the third bearing is limited by the second retaining shoulder and the retaining ring of the integrated shaft.

In some embodiments, the first bearing is configured as a cylindrical roller bearing and the second and third bearings are configured as deep groove ball bearings.

Further, an input shaft gear is arranged on the integrated shaft, the first bearing and the second bearing are positioned on two sides of the input shaft gear in the axial direction, and the first bearing is adjacent to the input shaft gear relative to the second bearing.

According to some embodiments of the present invention, the outer ring of the first bearing and the reduction gear case are in interference fit, the inner ring of the first bearing is pressed against the end face of the input shaft gear through the fastener connected with the integral shaft.

Further, the rollers of the first bearing are slidably disposed within the outer race of the first bearing in the axial direction of the integrated shaft.

In some embodiments, the inner race of the second bearing is an interference fit with the integral shaft and the outer race of the second bearing is a clearance fit with the powertrain housing.

According to the utility model discloses electric vehicle of second aspect embodiment includes: the powertrain described in the above embodiments.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic illustration of a powertrain according to an embodiment of the present disclosure;

FIG. 2 is a schematic cross-sectional view of a powertrain according to an embodiment of the present disclosure;

fig. 3 is a partial enlarged view of the integrated shaft of the powertrain in cooperation with the first and second bearings according to an embodiment of the present invention;

fig. 4 is a partial enlarged view of the integrated shaft of the power assembly, the third bearing and the motor housing according to the embodiment of the present invention.

Reference numerals:

the power assembly (100) is provided with a power assembly,

the speed reducer (10) is provided with a speed reducer,

the motor (20) is driven by a motor,

a body shaft 30, a second retaining shoulder 31, a retaining ring 32,

the reducer case 40, the motor case 50, the first shoulder 51, the snap spring 52,

a first bearing 60, a second bearing 70, and a third bearing 80.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

A powertrain 100 according to an embodiment of the present invention is described below with reference to fig. 1-4.

As shown in fig. 1 to 4, a power train 100 for an electric vehicle according to an embodiment of the first aspect of the present invention includes: a reducer 10 and a motor 20.

Wherein, the shaft of the motor 20 and the input shaft of the reducer 10 are integrally formed to be constructed as an integral shaft 30, and the motor housing 50 of the motor 20 and the reducer housing 40 of the reducer 10 are integrally formed to be constructed as a power assembly 100 housing, so that the lateral space occupation of the power assembly 100 can be effectively reduced, the gear of the power assembly 100 can be reduced, and the coaxiality of the shaft of the motor 20 and the input shaft can be higher.

Further, the integrated shaft 30 is provided with a first bearing 60, a second bearing 70, and a third bearing 80, the first bearing 60 is provided between one end of the integrated shaft 30 and the speed reducer case 40, the second bearing 70 is provided between the intermediate section of the integrated shaft 30 and the power train 100 case, the third bearing 80 is provided between the other end of the integrated shaft 30 and the motor case 50, and the motor case 50 is provided with a stopper structure for restricting the axial movement of the third bearing 80.

It will be appreciated that the third bearing 80 is fixed in the axial direction of the integrated shaft 30 under the limit of the limit structure, so that the third bearing 80 bears the axial force of the integrated shaft 30 during the operation of the powertrain 100.

According to the utility model discloses power assembly 100, through setting up limit structure to in power assembly 100 working process, bear radial force through first bearing 60 and second bearing 70, bear axial force through third bearing 80, on the one hand, make the distribution of atress between first bearing 60, second bearing 70 and the third bearing 80 more balanced, reasonable, in order to improve power assembly 100's life; on the other hand, the first bearing 60, the second bearing 70 and the third bearing 80 have better bearing effect, more stable power transmission and more abundant driving force of the power assembly 100.

In the specific embodiment shown in fig. 4, the limiting structure comprises: a first shoulder 51 disposed on the motor housing 50 and facing one side of the third bearing 80, and a latch spring 52 disposed on the motor housing 50 and abutting against the other side of the third bearing 80.

Specifically, one end of the first blocking shoulder 51 is connected with the motor casing 50, the other end of the first blocking shoulder 51 extends towards the inside of the motor casing 50 and bends downwards to define a containing space, and the third bearing 80 is arranged in the containing space and attached to the inner wall of the first blocking shoulder 51.

Thus, the first stopper shoulder 51 and the snap spring 52 limit the outer race of the third bearing 80 at both sides of the outer race of the third bearing 80, and the inner race of the third bearing 80 is limited by the second stopper shoulder 31 and the stopper ring 32 of the integrated shaft 30.

From this, realize spacing to the outer lane of third bearing 80 through first fender shoulder 51 and jump ring 52, realize spacing to the inner circle of third bearing 80 through second fender shoulder 31 and retaining ring 32 to make third bearing 80 fixed in the axial of integrative axle 30, thereby improve the fixed effect of third bearing 80, so that third bearing 80 has better bearing effect.

As shown in fig. 2, the first bearing 60 is configured as a cylindrical roller bearing, and the second bearing 70 and the third bearing 80 are configured as deep groove ball bearings.

Specifically, the integrated shaft 30 is provided with an input shaft gear, the first bearing 60 and the second bearing 70 are positioned on both sides of the input shaft gear in the axial direction, the first bearing 60 is adjacent to the input shaft gear relative to the second bearing 70, the second bearing 70 and the third bearing 80 are positioned on the same side of the input shaft gear, and the second bearing 70 is positioned adjacent to the input shaft gear.

It can be understood that the axial and radial forces applied to the integral shaft 30 mainly come from the input shaft gear, and the first bearing 60 is closest to the input shaft gear and receives the largest radial force from the gear, so that a cylindrical roller bearing with stronger radial force bearing capacity is selected; because the second bearing 70 is closer to the input shaft gear than the third bearing 80, the radial force is greater, and further the radial force is borne by the second bearing 70 and the second bearing 70, and the axial force is borne by the third bearing 80, so that the stress among the first bearing 60, the second bearing 70 and the third bearing 80 is more balanced, and the overall service life of the power assembly 100 is longer.

As shown in fig. 3, the outer race of the first bearing 60 is interference-fitted with the reduction gear case 40, the inner race of the first bearing 60 is pressed against the end face of the input shaft gear by a fastener connected to the integrated shaft 30, and the rollers of the first bearing 60 are slidably disposed in the outer race of the first bearing 60 in the axial direction of the integrated shaft 30. In this way, the first bearing 60 is more stably fixed to the reducer case 40, and the connection is more reliable, so that the load-bearing capacity of the first bearing 60 can be improved.

Further, the inner race of the second bearing 70 is interference-fitted with the integral shaft 30, and the outer race of the second bearing 70 is clearance-fitted with the power assembly 100 casing. In this way, the rollers of the first bearing 60 are slidable in the axial direction of the integrated shaft 30, and the outer race of the second bearing 70 is slidable in the axial direction of the integrated shaft 30, so that both the first bearing 60 and the second bearing 70 receive only radial forces.

According to the utility model discloses electric vehicle of second aspect embodiment includes: the powertrain 100 in the above embodiment.

According to the utility model discloses electric vehicle adopts above-mentioned powertrain 100, and the technological effect that has is unanimous with above-mentioned powertrain 100, and no longer the repeated description here.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.

In the description of the present invention, "a plurality" means two or more.

In the description of the present invention, the first feature "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.

In the description of the invention, the first feature being "on", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A powertrain (100) for an electric vehicle, comprising:

a speed reducer (10); and

a motor (20), a motor shaft of the motor (20) and an input shaft of the reducer (10) are integrally formed to be configured as an integral shaft (30), and a motor housing (50) of the motor (20) and a reducer housing (40) of the reducer (10) are integrally formed to be configured as a power assembly (100) housing; wherein

Be provided with first bearing (60), second bearing (70) and third bearing (80) on integrative axle (30), first bearing (60) set up the one end of integrative axle (30) with between reduction gear casing (40), second bearing (70) set up the interlude of integrative axle (30) with between power assembly (100) the casing, third bearing (80) set up the other end of integrative axle (30) with between motor casing (50), be provided with the restriction on motor casing (50) third bearing (80) axial displacement's limit structure.

2. The powertrain (100) for an electric vehicle of claim 1, wherein the limit structure includes: the first retaining shoulder (51) is arranged on the motor shell (50) and opposite to one side of the third bearing (80), and the clamp spring (52) is arranged on the motor shell (50) and abutted against the other side of the third bearing (80).

3. The powertrain (100) for an electric vehicle according to claim 2, wherein one end of the first catch shoulder (51) is connected to the motor case (50), the other end of the first catch shoulder (51) extends toward the inside of the motor case (50) and is bent downward to define a receiving space, and the third bearing (80) is disposed in the receiving space and abuts against an inner wall of the first catch shoulder (51).

4. The powertrain for an electric vehicle (100) according to claim 3, characterized in that the first stop shoulder (51) and the snap spring (52) limit the outer race of the third bearing (80) on both sides of the outer race of the third bearing (80), and the inner race of the third bearing (80) is limited by the second stop shoulder (31) and the retainer ring (32) of the integrated shaft (30).

5. The powertrain (100) for an electric vehicle according to claim 1, characterized in that the first bearing (60) is configured as a cylindrical roller bearing, and the second bearing (70) and the third bearing (80) are configured as deep groove ball bearings.

6. The powertrain for an electric vehicle (100) according to claim 4, characterized in that an input shaft gear is provided on the unitary shaft (30), the first bearing (60) and the second bearing (70) are located on both sides of the input shaft gear in an axial direction, and the first bearing (60) is adjacent to the input shaft gear with respect to the second bearing (70).

7. The powertrain for an electric vehicle (100) according to claim 6, characterized in that an outer race of the first bearing (60) is interference-fitted with the reduction gear case (40), and an inner race of the first bearing (60) is pressed against an end face of the input shaft gear by a fastener connected to the integrated shaft (30).

8. The powertrain for an electric vehicle (100) according to claim 7, characterized in that the rollers of the first bearing (60) are slidably disposed in the outer race of the first bearing (60) in the axial direction of the integrated shaft (30).

9. The powertrain (100) for an electric vehicle of claim 1, wherein an inner race of the second bearing (70) is in interference fit with the monolithic shaft (30) and an outer race of the second bearing (70) is in clearance fit with the powertrain (100) housing.

10. An electric vehicle, characterized by comprising: the locomotion assembly (100) of any one of claims 1-9.