CN220973890U - Driving assembly of electric vehicle - Google Patents
Driving assembly of electric vehicle Download PDFInfo
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- CN220973890U CN220973890U CN202322853181.XU CN202322853181U CN220973890U CN 220973890 U CN220973890 U CN 220973890U CN 202322853181 U CN202322853181 U CN 202322853181U CN 220973890 U CN220973890 U CN 220973890U
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Abstract
The utility model discloses an electric vehicle driving assembly, which comprises a motor stator, a motor rotor and a differential unit, wherein the motor rotor is in clearance fit in the motor stator and is arranged concentrically with the motor stator; the differential unit is assembled in the motor rotor, and is in transmission connection with wheel half shafts at two axial sides of the motor rotor, and when the motor stator drives the motor rotor to rotate by magnetic force, the differential unit synchronously moves to drive the wheel half shafts to rotate; the electric vehicle driving assembly directly drives the left wheel and the right wheel of the vehicle through the motor rotor, and the differential speed is realized by the differential speed unit, so that the electric vehicle driving assembly is reliable in work, small in size, convenient for the arrangement of an engine compartment, free of a ruler side gap of a multi-stage gear pair in terms of driving feeling, free of setback or power impact, compact in vehicle power transmission, and capable of enabling the vehicle to still keep high-efficiency running of the motor in a high-speed zone, and capable of easily obtaining higher limiting speed.
Description
Technical Field
The utility model relates to an electric vehicle driving assembly, and belongs to the technical field of electric vehicle power systems.
Background
The existing pure electric passenger cars and hybrid power passenger car gearboxes are various, and most electric cars have high energy consumption in a high-speed range. The complex structure of the driving assembly for overcoming the defects causes huge volume, excessive manufacturing cost, inconvenience for the sales of the whole vehicle and the like.
The pure electric passenger car and the hybrid power passenger car are made into a structure of a single-gear reduction gearbox by virtue of the torque, rotating speed and shell change characteristics of a motor. The structure is ideal in low-medium speed running road condition, and when the motor drives the vehicle to reach high speed, the motor drives the vehicle to have extremely high rotating speed due to a large transmission ratio. However, the motor becomes poor in high-speed energy efficiency, and the heating value starts to rise sharply. The single-gear reduction gearbox electric drive in the high-speed interval has high energy consumption and high heat dissipation requirement, and also has higher requirement on bearing rotation speed; if the electric drive reduction gearbox and the motor are designed separately, the oil seal rotating speed requirement of the motor output shaft is also a higher requirement. The single-gear reduction gearbox structure and the hybrid power structure are provided with multi-stage gear transmission power, the multi-stage gear transmission power has larger side clearance, and the vehicle can feel a bump or power impact when the vehicle is accelerated and decelerated;
it is seen that in order to solve the above technical problems, there is a need for an electric vehicle driving assembly.
Disclosure of utility model
The utility model aims to overcome the defects in the prior art, and provides the electric vehicle driving assembly which directly drives the left wheel and the right wheel of the vehicle through the motor rotor, realizes the differential speed by the differential speed unit, has reliable work and small volume, is convenient for the arrangement of an engine compartment, does not feel the setback or the power impact due to the clearance of the ruler side without a multi-stage gear pair in the aspect of driving feel, has compact vehicle power transmission, ensures that the vehicle still keeps the motor to run at high efficiency in a high-speed zone, and easily obtains higher limit speed.
In order to achieve the above purpose/solve the above technical problems, the present utility model is realized by adopting the following technical scheme: an electric vehicle driving assembly comprises a motor stator, a motor rotor and a differential unit, wherein,
The motor rotor is in clearance fit in the motor stator and is arranged concentrically with the motor stator;
The differential unit is assembled in the motor rotor, and is connected with wheel half shafts in a transmission manner on two axial sides of the motor rotor, and when the motor rotor is driven to rotate by the motor stator through magnetic force, the differential unit synchronously moves to drive the wheel half shafts to rotate.
Further, the motor rotor comprises a rotor shell at the middle part and an outer rotor core, and the differential unit is assembled in the rotor shell;
the middle part rotor shell is in interference fit with the outer rotor core.
Further, the differential unit includes a planetary gear pin, a pair of planetary gears, and a pair of side gears, wherein,
The planetary gear pin shaft is assembled in the motor rotor and fixed with the motor rotor, and the axial direction of the planetary gear pin shaft is consistent with the radial direction of the motor rotor;
The pair of planetary gears are symmetrically distributed on the planetary gear pin shaft and are in clearance fit with the planetary gear pin shaft;
The pair of half-shaft gears are arranged on the motor rotor and are arranged on two sides of the planetary gear pin shaft to be meshed with the planetary gears.
Furthermore, the contact surface of the planetary gear and the rotor shell is in a spherical design, and a gasket is arranged between the planetary gear and the rotor shell.
Further, the motor comprises an outer shell, the motor stator is fixedly connected with the outer shell, the motor rotor is arranged in the outer shell through a bearing, and a gasket is arranged between the bearing and the outer shell.
Further, the motor rotor is connected with the outer casing through a thrust bearing.
Further, the wheel axle shafts are connected with an axle gear.
Further, a gasket is arranged between the half-shaft gear and the motor rotor.
Compared with the prior art, the utility model has the beneficial effects that:
According to the electric vehicle driving assembly, the left wheel and the right wheel of the vehicle are directly driven by the motor rotor, the differential speed is realized by the differential speed unit, the operation is reliable, the size is small, the arrangement of an engine compartment is convenient, no multi-stage gear pair is arranged on the ruler side clearance in the aspect of driving feeling, no setback or power impact is felt, the power transmission of the vehicle is compact, the vehicle still keeps the motor to run at high efficiency in a high-speed interval, and a higher limit speed is easy to obtain;
According to the electric vehicle driving assembly provided by the utility model, the second gasket is arranged between the bearing and the outer shell, and is selected based on a gasket selecting process, so that the axial restraint of the motor rotor and the shell is ensured, and only the central rotation freedom degree of the bearing is provided;
According to the electric vehicle driving assembly provided by the utility model, the gasket III is arranged between the half-shaft gear and the motor rotor, and is selected based on a gasket selecting process and used for playing roles in gap adjustment and rotation moment adjustment so as to ensure the side gap of the differential gear.
Drawings
Fig. 1 is a schematic structural diagram of an electric vehicle driving assembly according to a first embodiment;
fig. 2 is a detailed cross-sectional view of the electric vehicle drive assembly shown in fig. 1.
In the figure: 1. a motor stator; 2. a motor rotor; 3. a rotor housing; 4. a rotor core; 5. planetary gear pin shaft; 6. a planetary gear; 7. a side gear; 8. a thrust bearing.
Detailed Description
The utility model is further described below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical aspects of the present utility model, and are not intended to limit the scope of the present utility model.
In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", etc. may explicitly or implicitly include one or more such feature. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in a specific case.
Example 1
As shown in fig. 1, the present embodiment provides an electric vehicle drive assembly including a motor stator 1, a motor rotor 2, and a differential unit, wherein,
The motor rotor 2 is in clearance fit in the motor stator 1 and is arranged concentrically with the motor stator 1, and a very small clearance exists in the radial direction;
The differential unit is assembled in the motor rotor 2, and is connected with wheel half shafts in a transmission manner on two axial sides of the motor rotor 2, and when the motor stator 1 drives the motor rotor 2 to rotate by magnetic force, the differential unit synchronously moves to drive the wheel half shafts to rotate.
In the technical scheme, the motor rotor is used for directly driving the left and right wheels of the vehicle, the differential speed is realized by the differential speed unit, the operation is reliable, the size is small, the arrangement of an engine compartment is convenient, no multi-stage gear pair is arranged in the aspect of driving feeling, no setback or power impact is felt in the clearance of the ruler side, and the power transmission of the vehicle is compact.
In order to realize the assembly between the motor rotor 2 and the differential unit, as shown in fig. 2, the motor rotor 2 comprises a rotor housing 3 in the middle and an outer rotor core 4, and the differential unit is assembled in the rotor housing 3;
the middle part rotor shell 3 and the outer rotor core 4 are in interference fit.
To achieve the assembly between the differential unit and the motor rotor 2, as shown in fig. 2, the differential unit includes a planetary pin 5, a pair of planetary gears 6 and a pair of side gears 7, wherein,
The planetary gear pin shaft 5 is assembled in the motor rotor 2 and is fixed with the motor rotor 2, and the axial direction of the planetary gear pin shaft 5 is consistent with the radial direction of the motor rotor 2;
The pair of planetary gears 6 are symmetrically distributed on the planetary gear pin shaft 5 and are in clearance fit with the planetary gear pin shaft 5, and the planetary gears 6 can rotate relative to the planetary gear pin shaft 5;
The pair of half-shaft gears 7 are arranged on the motor rotor 2 and are arranged on two sides of the planetary gear pin shaft 5 to be meshed with the planetary gears 6;
when the differential unit is assembled with the motor rotor 2, the planetary gear pin shaft 5, the planetary gear 6 and the half shaft gear 7 are assembled into the rotor shell 3, the rotor core 4 is pressed together with the rotor shell 3 through small interference fit, and the whole assembly of the motor rotor 2 is completed through riveting at the end part after the pressing; the structure shown in fig. 2, wherein the planetary gear pin shaft 5 is axially restrained by the rotor core 4, has no risk of loosening;
the half shaft gear 7 is axially restrained with the motor rotor 2, the planetary gears 6 and the half shaft gear 7 are guaranteed to be meshed according to design requirements, and the half shafts are connected with the two side half shaft gears 7 to drive wheels. When the speeds of the left wheel and the right wheel are the same, the planetary gear pin shaft 5, the planetary gear 6 and the half shaft gear 7 can be regarded as a whole, and when the speeds of the left wheel and the right wheel are different, the planetary gear pin shaft 5, the planetary gear 6 and the half shaft gear 7 realize differential;
The motor rotor 2 and the half shaft of the wheel have the same rotating speed, and the design risk and the extra manufacturing cost caused by the high-speed rotation of the oil seal are avoided in the aspects of oil seal and bearing design. The motor limit speed at the present stage is 10000RPM, and the theoretical high-efficiency interval is below 6000 RPM. The rotating speed of the driving assembly provided by the embodiment is approximately 2000RPM, and the rotating speed can reach the limit speed (180 KM/h) of a single-stage reduction gearbox in the current market; the rotational speed of approximately 4000RPM can exceed the limit speed (250 KM/h) of most fuel vehicles. Therefore, the economic rotating speed of the motor of the driving assembly can cover higher vehicle speed. The clearance on the ruler side without the multi-stage gear pair in the aspect of driving feeling can not feel the setbacks or power shocks, and the power transmission of the vehicle is compact.
As shown in fig. 2, the contact surface between the planetary gear 6 and the rotor housing 3 is designed as a spherical surface, and a first gasket a is disposed between the planetary gear 6 and the rotor housing 3, wherein the first gasket a is designed as a wear-resistant surface.
In order to realize the assembly of the motor stator 1 and the motor rotor 2, the motor rotor comprises an outer shell, the motor stator 1 is fixedly connected with the outer shell, the motor rotor 2 is arranged in the outer shell through a bearing, a second gasket is arranged between the bearing and the outer shell, wherein the second gasket is selected based on a gasket selecting process so as to ensure that the motor rotor 2 and the shell are axially restrained, and only the center rotation freedom degree of the bearing is provided.
In this embodiment, the motor rotor 2 is connected to an outer housing via a thrust bearing 8.
In order to achieve the transmission between the wheel half shafts and the differential unit, the wheel half shafts are connected with a half shaft gear 7.
And a gasket three B is arranged between the half-shaft gear 7 and the motor rotor 2, wherein the gasket three B is selected based on a gasket selecting process and is used for playing roles of gap adjustment and rotation moment adjustment so as to ensure the side clearance of the differential gear.
At present, a single-stage reduction gearbox is adopted by a common pure electric vehicle, the motor rotation speed required by the single-stage reduction gearbox in a high-speed interval is very high, and the requirements on oil seal sealing, bearings and other parts are high in corresponding strain; the limit speed of the vehicle is low; the high speed interval has poor energy consumption. The electric vehicle driving assembly has the advantages that the manufacturing difficulty of some parts is reduced, so that the cost is reduced; higher limit speeds than fuel vehicles are readily available; the use is more economical than that of a single-gear pure electric reduction gearbox, and the economic rotating speed of the motor can cover higher vehicle speed. The ruler side gap without the multi-stage gear pair in the aspect of driving feeling can not feel a setback or power impact, the power transmission of the vehicle is compact, meanwhile, the electric vehicle driving assembly adopts a mature applied structure, the operation is reliable, the failure risk of practical application is avoided, the cost of the structure is increased, and the electric vehicle driving assembly is small in size and convenient for arranging an engine compartment.
In summary, the electric vehicle driving assembly provided by the embodiment directly drives the left and right wheels of the vehicle through the motor rotor, and realizes the differential speed by the differential speed unit, so that the electric vehicle driving assembly is reliable in operation, small in size, convenient for the arrangement of the engine compartment, free from the clearance of the ruler side of the multi-stage gear pair in the aspect of driving feeling, free from feeling a bump or power impact, and compact in vehicle power transmission; the structure directly outputs power to the planetary gear set in the middle of the wheels by the motor rotor, and the planetary gear set is only used for realizing the differential function, so that at least two groups of gears are meshed compared with the traditional reduction gearbox, and gear meshing gaps caused by acceleration and deceleration are avoided in the running process of the vehicle, so that the vehicle is smooth and has no bump. Meanwhile, the driving unit assembly adopts a mature applied planetary gear structure and a new energy automobile driving motor, so that the actual application failure risk is avoided and the cost of the structure is increased.
The foregoing is merely a preferred embodiment of the present utility model, and it should be noted that modifications and variations could be made by those skilled in the art without departing from the technical principles of the present utility model, and such modifications and variations should also be regarded as being within the scope of the utility model.
Claims (8)
1. The electric vehicle driving assembly is characterized by comprising a motor stator (1), a motor rotor (2) and a differential unit, wherein,
The motor rotor (2) is in clearance fit in the motor stator (1) and is concentrically arranged with the motor stator (1);
The differential unit is assembled in the motor rotor (2), and is connected with wheel half shafts in a transmission manner on two axial sides of the motor rotor (2), and when the motor stator (1) drives the motor rotor (2) to rotate by magnetic force, the differential unit synchronously moves to drive the wheel half shafts to rotate.
2. The electric vehicle drive assembly according to claim 1, characterized in that the motor rotor (2) comprises a central rotor housing (3) and an outer rotor core (4), the differential unit being fitted in the rotor housing (3);
The middle part rotor shell (3) is in interference fit with the outer rotor core (4).
3. The electric vehicle drive assembly according to claim 1 or 2, characterized in that the differential unit comprises a planetary pin (5), a pair of planetary gears (6) and a pair of side gears (7), wherein,
The planetary gear pin shaft (5) is assembled in the motor rotor (2) and is fixed with the motor rotor (2), and the axial direction of the planetary gear pin shaft (5) is consistent with the radial direction of the motor rotor (2);
the pair of planetary gears (6) are symmetrically distributed on the planetary gear pin shaft (5) and are in clearance fit with the planetary gear pin shaft (5);
The pair of side gears (7) are arranged on the motor rotor (2) and are arranged on two sides of the planetary gear pin shaft (5) to be meshed with the planetary gears (6).
4. An electric vehicle drive assembly according to claim 3, characterized in that the contact surface of the planetary gear (6) with the rotor housing (3) is of spherical design, and that a spacer is arranged between the planetary gear (6) and the rotor housing (3).
5. The electric vehicle drive assembly of claim 1, further comprising an outer housing, wherein the motor stator (1) is fixedly connected to the outer housing, wherein the motor rotor (2) is mounted in the outer housing via a bearing, and wherein a spacer is provided between the bearing and the outer housing.
6. The electric vehicle drive assembly according to claim 5, characterized in that the motor rotor (2) is connected to an outer housing by means of a thrust bearing (8).
7. An electric vehicle drive assembly as claimed in claim 3, characterized in that the wheel half shafts are connected with a half shaft gear (7).
8. The electric vehicle drive assembly of claim 7, characterized in that a spacer is provided between the side gear (7) and the motor rotor (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322853181.XU CN220973890U (en) | 2023-10-24 | 2023-10-24 | Driving assembly of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322853181.XU CN220973890U (en) | 2023-10-24 | 2023-10-24 | Driving assembly of electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220973890U true CN220973890U (en) | 2024-05-17 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322853181.XU Active CN220973890U (en) | 2023-10-24 | 2023-10-24 | Driving assembly of electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220973890U (en) |
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2023
- 2023-10-24 CN CN202322853181.XU patent/CN220973890U/en active Active
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