WO2015039610A1 - 带一级变速的同轴电机 - Google Patents

带一级变速的同轴电机 Download PDF

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Publication number
WO2015039610A1
WO2015039610A1 PCT/CN2014/086817 CN2014086817W WO2015039610A1 WO 2015039610 A1 WO2015039610 A1 WO 2015039610A1 CN 2014086817 W CN2014086817 W CN 2014086817W WO 2015039610 A1 WO2015039610 A1 WO 2015039610A1
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WO
WIPO (PCT)
Prior art keywords
motor
gear
shifting
assembly
coaxial
Prior art date
Application number
PCT/CN2014/086817
Other languages
English (en)
French (fr)
Inventor
陈哲
王建东
Original Assignee
格源动力有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201310431688.4A external-priority patent/CN103475152B/zh
Priority claimed from CN201320585115.2U external-priority patent/CN203537161U/zh
Application filed by 格源动力有限公司 filed Critical 格源动力有限公司
Publication of WO2015039610A1 publication Critical patent/WO2015039610A1/zh
Priority to US15/076,693 priority Critical patent/US10557525B2/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/08—Structural association with bearings
    • H02K7/083—Structural association with bearings radially supporting the rotary shaft at both ends of the rotor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/041—Combinations of toothed gearings only for conveying rotary motion with constant gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft

Definitions

  • the present invention relates to a motor for a vehicle, and more particularly to a coaxial motor with a first stage shift.
  • This driving form has a large space occupied by the chassis, which is not conducive to the problem of the vehicle power battery arrangement; at the same time, it is relatively reduced.
  • the duty cycle of the power battery so that the cruising range of the electric vehicle is shortened, which directly leads to the economical decline of the electric vehicle and the limited use environment;
  • the other is through the motor directly connected to the transmission box, and then the transmission box is connected to drive the ⁇ to carry out the walking operation.
  • the driving form is to install the motor and the transmission box on the transaxle housing, the structure has many connection parts and the suspension is installed. The complexity is complicated, the process cost is high; and, because the vehicle is bumping up and down, the motor and the transmission box will swing up and down around the drive axle, resulting in poor balance of the whole vehicle.
  • An object of the present invention is to provide a coaxial motor with a first-order shift with a simple structure in order to overcome the deficiencies of the above background art.
  • the present invention provides a coaxial motor with a first-stage shifting, comprising a motor sub-assembly, a transmission mechanism and a shifting mechanism, the motor sub-assembly comprising a motor housing and respectively mounted on the electric a motor rear end cover and a motor front end cover at both ends of the casing and a rotor shaft movably mounted on the motor rear end cover and the motor front end cover, the rotor shaft is a hollow structure;
  • the transmission mechanism includes a fixed installation in the An input gear at a front end of the rotor shaft and a first countershaft gear movably mounted on the front end cover of the motor;
  • the shifting mechanism includes a first shifting gear, the A shifting gear is movably mounted at an end of the front end of the rotor shaft; the input gear is drivingly coupled to the first shifting gear via the first countershaft gear.
  • the rotor shaft is made into a hollow structure, so that the power of the motor sub-assembly can be output from one end of the rotor shaft on the one hand, and the other end of the transmission shaft can be output from the rotor shaft on the other hand, and two The output power is on the same axis, and the power output is more stable.
  • the transmission mechanism and the shifting mechanism are integrated on the front end cover of the motor, and the structure is more compact, thereby reducing the volume of the entire drive assembly.
  • the first shifting gear is an inner and outer double-toothed structure, one end of the first shifting gear is movably mounted at a tip end of the rotor shaft, and the input gear passes through the first intermediate shaft A gear is coupled to the inner ring gear of the first shifting gear.
  • one end of the first shifting gear is mounted at the end of the front end of the rotor shaft by a coaxial positioning bearing.
  • one side of the coaxial positioning bearing is opposite to the end surface of the input gear, and the other side of the coaxial positioning bearing is provided with a spacer sleeve and a retaining ring, and the retaining ring is positioned and mounted on the In the shaft hole of the first shifting gear, the spacer is mounted on one side of the retaining ring.
  • the first countershaft gear is at least one.
  • the first countershaft gear is a double-toothed structure, one end of the first countershaft gear is constantly meshed with the input gear, and the other end of the first countershaft gear is opposite to the first
  • the shifting gears are constantly meshed.
  • the inner and outer connecting surfaces of the motor rear end cover and the motor front end cover are respectively provided with a joint stop with a built-in static seal assembly.
  • connection between the rotor shaft and the motor rear end cover and the motor front end cover is respectively provided with a rotary seal assembly.
  • the invention has a hollow shaft structure, so that the power of the motor sub-assembly can be outputted from one end of the rotor shaft on the one hand, and the other end of the transmission shaft can be output from the rotor shaft on the other hand. Moreover, the power of the two outputs is on the same axis, and the power output is more stable; at the same time, the transmission mechanism and the shifting mechanism are integrated on the front end cover of the motor, and the structure is more compact, thereby reducing the volume of the entire driving assembly.
  • the invention fully demonstrates that the superiority is that the power balance is good, the structure is compact, the chassis layout of the whole vehicle is convenient, and the space occupied by the chassis is small.
  • Figure 1 is a schematic view of the structure of the present invention
  • FIG. 2 is a schematic structural view of a driving assembly
  • Figure 3 is a schematic view showing an assembly structure of the present invention.
  • Fig. 4 is a schematic view showing another assembly structure of the present invention.
  • motor sub-assembly 1 motor housing 1a, rotor shaft 1b, motor rear end cover 1c, motor front end cover 1d, joint stop 1e, rotary seal assembly 1f, torque converter sub-assembly 2, change The torque housing 2a, the shifting mechanism 2b, the first shifting gear 2b1, the second countershaft gear 2b2, the second shifting gear 2b3, the coaxial positioning bearing 2b4, the differential coaxial suspension bearing 2b5, the spacer 2b6, the block Ring 2b7, torque converter end cover 2c, differential sub-assembly 3, transmission mechanism 4, input gear 4a, first countershaft gear 4b, coaxial transmission shaft 5, transmission sleeve 5a, outer bridge housing 6, external Joint port 6a, shaft tube 7, external brake hub sub-assembly 8, half shaft 8a, external transmission shield 9, external brake hub sub-assembly 10, constant speed drive shaft 10a, suspension sub-assembly 11 .
  • the embodiment provides a coaxial motor with a first-stage shifting, comprising a motor sub-assembly 1, a transmission mechanism 4 and a shifting mechanism 2b.
  • the motor sub-assembly 1 includes a motor housing 1a and is respectively mounted on the motor a motor rear end cover 1c and a motor front end cover 1d at both ends of the motor housing 1a, and a rotor shaft 1b movably mounted on the motor rear end cover 1c and the motor front end cover 1d, the rotor shaft 1b being a hollow structure;
  • the transmission mechanism 4 includes an input gear 4a fixedly mounted at a front end of the rotor shaft 1b and a first countershaft gear 4b movably mounted on the motor front end cover 1d;
  • the shifting mechanism 2b includes a first shifting gear 2b1, The first shifting gear 2b1 is movably mounted at a tip end of the front end of the rotor shaft 1b; the input gear 4a is drivingly coupled to the first shifting gear 2b1 via the
  • the power of the motor sub-assembly 1 can be outputted from the rotor shaft 1b to one end on the one hand, and the other end of the transmission shaft can be used from the rotor shaft 1b.
  • Output, and the power of the two outputs is on the same axis, and the power output is more stable; at the same time, the transmission mechanism 4 and the shifting mechanism 2b are integrated on the front end cover 1d of the motor, and the structure is more compact, thereby reducing the entire driving assembly. volume of.
  • the shifting mechanism 2b may also be a two-stage shifting structure, a three-speed shifting structure, or the like.
  • the first shifting gear 2b1 is an inner and outer double-toothed structure, and one end of the first shifting gear 2b1 is movably mounted At the end of the front end of the rotor shaft 1b, the input gear 4a is drivingly coupled to the inner ring gear of the first shifting gear 2b1 via the first countershaft gear 4b.
  • One end of the first shifting gear 2b1 is attached to the end of the front end of the rotor shaft 1b via a coaxial positioning bearing 2b4.
  • One side of the coaxial positioning bearing 2b4 is opposite to the end surface of the input gear 4a, and the other side of the coaxial positioning bearing 2b4 is provided with a spacer 2b6 and a retaining ring 2b7, and the retaining ring 2b7 is positioned and mounted
  • the spacer 2b6 is mounted on one side of the retaining ring 2b7 in the shaft hole of the first shifting gear 2b1.
  • the first counter gear 4b is at least one of the above.
  • the first countershaft gear 4b is a double-toothed structure, one end of the first countershaft gear 4b is constantly meshed with the input gear 4a, and the other end of the first countershaft gear 4b is connected to the first shifting gear
  • the gear 2b1 is constantly meshed.
  • the inner and outer connecting faces of the motor rear end cover 1c and the motor front end cover 1d are respectively provided with a fitting stopper 1e having a built-in static seal assembly.
  • a rotary seal assembly 1f is respectively disposed at a joint between the rotor shaft 1b and the motor rear end cover 1c and the motor front end cover 1d.
  • the coaxial motor needs to be combined with other components (such as the differential sub-assembly 3, etc.) to form a drive assembly capable of coaxial output at both ends.
  • the specific structure of the drive assembly is as follows:
  • the torque converter sub-assembly 2 includes a torque converter housing 2a, a shifting mechanism 2b mounted in the torque converter housing 2a, and a torque converter end cover 2c mounted at a front end of the torque converter housing 2a, the torque converter housing 2a a rear end is mounted on the motor front end cover 1d, the differential sub-assembly 3 is mounted in the torque converter housing 2a, and the front end of the rotor shaft 1b passes through the transmission mechanism 4 and the shifting mechanism 2b
  • the input end is
  • the power of the motor sub-assembly 1 is transmitted through the rotor shaft 1b to the differential sub-assembly 3 via the shifting mechanism 2b, and the power transmitted to the differential sub-assembly 3 is
  • the output B end of the differential sub-assembly 3 is directly output, and on the other hand, is output from the output A end of the differential sub-assembly 3, and can be mounted on the rotor shaft 1b of the hollow structure.
  • the drive shaft connected to the output A end of the differential sub-assembly 3 outputs power from the rear end of the motor sub-assembly 1, since the output A end of the differential sub-assembly 3 is the same as the rotor shaft 1b Axis arrangement, so from the difference
  • the power output from the output B end of the speed sub-assembly 3 and the power output from the rear end of the motor sub-assembly 1 are also coaxial, thereby realizing the power of dividing the motor into the total assembly 1 from both ends of the assembly.
  • the shaft output is good in balance; moreover, since the shifting mechanism 2b and the differential sub-assembly 3 are integrated in the torque converter housing 2a and mounted on the motor front end cover 1d, the structure is compact.
  • the chassis takes up little space.
  • the transmission mechanism 4 includes an input gear 4a fixedly mounted at a front end of the rotor shaft 1b and a first countershaft gear 4b movably mounted on the motor front end cover 1d;
  • the shifting mechanism 2b includes a first shifting speed a gear 2b1, a second countershaft gear 2b2 and a second shifting gear 2b3 movably mounted on the torque converter housing 2a, in particular, the second countershaft gear 2b2 is positioned and mounted by the cylindrical positioning pin
  • the first shifting gear 2b1 is an inner and outer double-toothed structure
  • the second shifting gear 2b3 is an inner-disc-shaped structure
  • one end of the first shifting gear 2b1 is movably mounted on the rotor
  • the other end of the first shifting gear 2b1 is movably mounted at the output A end of the differential sub-assembly 3, and the disc-side portion of the second shifting gear 2b3 is fixed by Luo double Mounted on
  • first shifting gear 2b1 is mounted at the end of the front end of the rotor shaft 1b via a coaxial positioning bearing 2b4, and the coaxial positioning bearing 2b4 is offset from the end surface of the input gear 4a.
  • the other end of the first shifting gear 2b1 is mounted on the output A end of the differential sub-assembly 3 via a differential coaxial suspension bearing 2b5.
  • the shaft hole of the first shifting gear 2b1 functions to position the output A end of the differential sub-assembly 3, ensuring the output A end of the differential sub-assembly 3 and the rotor shaft. 1b coaxiality.
  • a spacer 2b6 and a retaining ring 2b7 are disposed between the coaxial positioning bearing 2b4 and the differential coaxial suspension bearing 2b5, and the retaining ring 2b7 is positioned and mounted on the shaft hole of the first shifting gear 2b1.
  • the spacer 2b6 is mounted on one side of the retaining ring 2b7.
  • the spacer 2b6 and the retaining ring 2b7 function to position the coaxial positioning bearing 2b4 and the differential coaxial suspension bearing 2b5.
  • other configurations of the positioning mechanism can also be employed.
  • first countershaft gear 4b is at least one
  • second countershaft gear 2b2 is at least one
  • the number of the first countershaft gear 4b and the second countershaft gear 2b2 may be according to the magnitude of the transmitted torque and the speed. Designed by factors such as the stability of force transmission.
  • first countershaft gear 4b is a double-toothed structure, one end of the first countershaft gear 4b is constantly meshed with the input gear 4a, and the other end of the first countershaft gear 4b is The inner ring gear of the first shifting gear 2b1 is constantly meshed.
  • the reduction ratio is increased by the first countershaft gear 4b having the double-tooth structure, thereby improving the torque-changing effect.
  • the first countershaft gear 4b can also be a single-tooth structure, and correspondingly, the second countershaft gear 2b can also be a double-toothed structure.
  • a coaxial coaxial transmission shaft 5 is disposed in the rotor shaft 1b, and one end of the coaxial transmission shaft 5 is splined in the output A end of the differential subassembly 3 The other end of the coaxial transmission shaft 5 is movably mounted on the motor rear end cover 1c and extends outward.
  • the power of the output A end of the differential sub-assembly 3 is divided from the motor sub-assembly 1
  • the end output is such that the power of the motor sub-assembly 1 is coaxially output from both ends of the assembly, and the balance is good and the power of the output A end of the differential sub-assembly 3 is extracted without additionally providing a transmission shaft.
  • the coaxial transmission shaft 5 may be manufactured using a magnetic permeability material.
  • the extended end of the coaxial transmission shaft 5 is sleeved with a transmission sleeve 5a, and the transmission sleeve 5a is movably mounted on the motor rear end cover 1c.
  • the power can be transmitted directly through the drive sleeve 5a without the need for an additional power take-off mechanism.
  • the inner and outer connecting faces of the motor rear end cover 1c, the motor front end cover 1d and the torque converter end cover 2c are respectively provided with a fitting opening 1e with a built-in static seal assembly.
  • a rotary seal assembly 1f is respectively disposed at a joint between the rotor shaft 1b and the motor rear end cover 1c and the motor front end cover 1d.
  • other sealing components can also be used.
  • the above-mentioned driving assembly transmits the power of the motor sub-assembly 1 through the rotor shaft 1b to the differential sub-assembly 3 via the shifting mechanism of the shifting mechanism 2b, and transmits it to the differential sub-assembly 3
  • the power is output from the output B end of the differential subassembly 3 on the one hand, and from the output A end of the differential subassembly 3 on the other hand, and can be mounted on the rotor shaft 1b of the hollow structure.
  • a drive shaft coupled to the output A end of the differential subassembly 3 outputs power from the rear end of the motor, since the output A end of the differential subassembly 3 is coaxial with the rotor shaft 1b Arranged, so the power output from the output B end of the differential sub-assembly 3 and the power output from the rear end of the motor are also coaxial, thereby realizing the power of dividing the motor into the assembly 1 from the present assembly.
  • the shifting mechanism 2b and the differential sub-assembly 3 are integrated in the torque converter housing 2a and mounted on the motor front end cover 1d, so that the structure is compact and the chassis takes up a small space;
  • the shaft hole of the first shifting gear 2b1 functions to position the output A end of the differential sub-assembly 3, ensuring that the output A end of the differential sub-assembly 3 is coaxial with the rotor shaft 1b.
  • the number of the first countershaft gear 4b and the second countershaft gear 2b2 are respectively three and uniformly arranged in the circumferential direction, so that the power transmission is more stable; finally, the rotor shaft 1b passing through the hollow structure A coaxially arranged coaxial drive shaft 5 is provided, and the power of the output A end of the differential sub-assembly 3 is output from the rear end of the motor sub-assembly 1 so that the motor sub-assembly 1 The power is coaxially output from both ends of the assembly, and the balance is good, and the power of the output A end of the differential sub-assembly 3 is extracted without additionally providing a transmission shaft.
  • the power of the motor sub-assembly 1 is transmitted from the rotor shaft 1b to the first countershaft gear 4b via the input gear 4a; then, the power is again passed by the first countershaft gear 4b.
  • a shifting gear 2b1 is transmitted to the second countershaft gear 2b2; then, power is again transmitted by the second countershaft gear 2b2 to the differential subassembly 3 via the second shifting gear 2b3;
  • the power is output directly from the output B end of the differential subassembly 3 on the one hand and from the output A end of the differential subassembly 3 via the coaxial drive shaft 5 on the other hand.
  • the drive assembly needs to cooperate with a combined structure of a shaft tube and an outer bridge housing with an external brake hub or a combined structure of an external brake hub and a constant speed drive shaft to form a drive axle.
  • the specific structure of the combined structure of the shaft tube and the outer bridge shell with the outer brake hub and the combined structure of the outer brake hub and the constant speed drive shaft is as follows:
  • the combined structure of the above-mentioned shaft tube and the outer bridge housing with the outer brake hub includes an outer bridge housing 6, a shaft tube 7 and an outer brake hub sub-assembly 8 with a half shaft 8a, the diameter of the shaft tube 7 and The diameter of the connecting port of the outer brake hub sub-assembly 8 with the half shaft 8a is matched, and one end of the shaft tube 7 is fixedly connected with the outer brake hub sub-assembly 8, the other end of the shaft tube 7 is One end of the outer bridge housing 6 is fixedly connected, and the other end of the outer bridge housing 6 is provided with an outer joint 6a for connection mounting, and the other end of the outer bridge housing 6 is mounted on the motor rear end cover 1c or / and the torque converter end cover 2c.
  • the outer bridge housing 6 is a flared structure, and the small end of the outer bridge housing 6 of the flared structure is welded to the shaft tube 7, and the large end of the outer bridge housing 6 of the flared structure is Motor rear end cover 1c or/and said torque converter end The cover 2c is connected, and the outer joint 6a is disposed at the large end of the outer bridge housing 6 of the flared structure.
  • the half shaft 8a of the combined structure of the shaft tube with the outer brake hub and the outer bridge housing is first inserted into the transmission sleeve 5a, and then the outer bridge housing 6 is installed by bolts.
  • the motor rear end cover 1c or/and the torque converter end cover 2c may be used.
  • the combination structure of the above-mentioned external brake hub and the constant speed transmission shaft includes an external transmission protection casing 9 and an external brake hub sub-assembly 10 with a constant speed transmission shaft 10a, and the external brake hub sub-assembly 10 is connected at the port a dust cover is disposed at one end of the outer transmission shield shell 9, and the other end of the outer transmission shield shell 9 is provided with an outer joint 6a for connection installation, and the outer joint transmission shell 9 is further One end is mounted on the motor rear end cover 1c or/and the torque converter end cover 2c.
  • the outer transmission protection casing 9 is a horn-like structure, and the small end of the external transmission protection casing 9 of the horn structure is connected to the external brake hub sub-assembly 10, and the external transmission of the horn structure
  • the large end of the protective casing 9 is connected to the motor rear end cover 1c or/and the torque converter end cover 2c, and the outer joint 6a is disposed at the large end of the outer transmission shield 9 of the flared structure. end.
  • the constant speed transmission shaft 10a of the combined structure of the shaft tube with the outer brake hub and the outer bridge housing is first inserted into the transmission sleeve 5a, and then the outer bridge housing 6 is bolted. It is sufficient to be mounted on the motor rear end cover 1c or/and the torque converter end cover 2c.
  • the outer brake hub sub-assembly 10 also requires the suspension sub-assembly 11 to be positioned.
  • the rotor shaft 1b of the present invention has a hollow structure, so that the power of the motor sub-assembly 1 can be output from the rotor shaft 1b to one end on the one hand, and the transmission shaft can be used from the rotor shaft 1b on the other hand.
  • the other end is output, and the power of the two outputs is on the same axis, and the power output is more stable; at the same time, the transmission mechanism 4 and the shifting mechanism 2b are integrated on the front end cover 1d of the motor, and the structure is more compact, thereby reducing the entire drive.
  • the invention has good dynamic balance and compact structure, and is convenient for the chassis layout of the whole vehicle and the space occupied by the chassis is small.

Abstract

一种带一级变速的同轴电机，包括电机分总成、传动机构和变速机构，所述电机分总成包括电机壳体、分别安装在所述电机壳体两端的电机后端盖和电机前端盖以及活动安装在所述电机后端盖和电机前端盖上的转子轴，所述转子轴为中空结构；所述传动机构包括固定安装在所述转子轴前端的输入齿轮和活动安装在所述电机前端盖上的第一中间轴齿轮；所述变速机构包括第一变速齿轮，所述第一变速齿轮活动安装在所述转子轴前端的端头处；所述输入齿轮通过所述第一中间轴齿轮与所述第一变速齿轮传动连接。上述同轴电机动力平衡性好，结构紧凑，便于整车的底盘布置且底盘占用空间小，适用于车辆。

Description

带一级变速的同轴电机 技术领域
本发明涉及一种用于车辆的电机，特别是涉及一种带一级变速的同轴电机。
背景技术
随着社会的快速发展，人们对电动车辆的功能要求越来越多，使用空间要求越来大，性能要求也越来越高。目前，一般电动车辆的驱动形式主要分为两种：
一种是通过电机驱动传动箱，再由传动箱通过传动轴连接驱动挢进行行走作业，这种驱动形式存在底盘占用空间大，不利于车辆动力电池布置的问题；同时，相对地也减小了动力电池的占空比，从而使电动车辆续航里程变短，直接导致电动车辆的经济性下降和使用环境受限；
另一种是通过电机直联传动箱，再由传动箱连接驱动挢进行行走作业，由于这种驱动形式将电机和传动箱都安装在驱动桥壳体上，所以其结构联接部位多，安装悬置复杂，工艺成本高；而且，由于车辆在行驶使会上下颠簸，所以电机和传动箱会绕着驱动桥上下摆动，从而导致整车的平衡性差。
由于上述两种驱动形式都存在问题，所以亟需开发一种能两端同轴输出的驱动总成，而开发这种能两端同轴输出的驱动总成的首要难关便是需开发出一种带变速功能的同轴电机。
发明内容
本发明的目的是为了克服上述背景技术的不足，提供一种结构简单的带一级变速的同轴电机。
为了实现以上目的，本发明提供的一种带一级变速的同轴电机，包括电机分总成、传动机构和变速机构，所述电机分总成包括电机壳体、分别安装在所述电机壳体两端的电机后端盖和电机前端盖以及活动安装在所述电机后端盖和电机前端盖上的转子轴，所述转子轴为中空结构；所述传动机构包括固定安装在所述转子轴前端的输入齿轮和活动安装在所述电机前端盖上的第一中间轴齿轮；所述变速机构包括第一变速齿轮，所述第 一变速齿轮活动安装在所述转子轴前端的端头处；所述输入齿轮通过所述第一中间轴齿轮与所述第一变速齿轮传动连接。通过将转子轴为中空结构，这样所述电机分总成的动力一方面可以从所述转子轴向一端输出，另一方面还可以从所述转子轴内用传动轴向另一端输出，且两个输出的动力在同一轴线上，动力输出更平稳；同时，将传动机构和变速机构集成在所述电机前端盖上，结构更紧凑，从而减小了整个驱动总成的体积。
在上述方案中，所述第一变速齿轮为内外双联齿结构，所述第一变速齿轮的一端活动安装在所述转子轴前端的端头处，所述输入齿轮通过所述第一中间轴齿轮与所述第一变速齿轮的内齿圈传动连接。
在上述方案中，所述第一变速齿轮的一端通过同轴定位轴承安装在所述转子轴前端的端头处。
在上述方案中，所述同轴定位轴承的一侧面与所述输入齿轮的端面相抵，所述同轴定位轴承的另一侧面设有隔套和挡圈，所述挡圈定位安装在所述第一变速齿轮的轴孔内，所述隔套安装在所述挡圈的一侧。
在上述方案中，所述第一中间轴齿轮至少为一个。
在上述方案中，所述第一中间轴齿轮为双联齿结构，所述第一中间轴齿轮的一端与所述输入齿轮常啮合，所述第一中间轴齿轮的另一端与所述第一变速齿轮常啮合。
在上述方案中，所述电机后端盖和电机前端盖各自的内外连接面上分别设有内置静密封组件的合装止口。
在上述方案中，所述转子轴与所述电机后端盖和电机前端盖的连接处分别设有旋转密封组件。
本发明通过将转子轴为中空结构，这样所述电机分总成的动力一方面可以从所述转子轴向一端输出，另一方面还可以从所述转子轴内用传动轴向另一端输出，且两个输出的动力在同一轴线上，动力输出更平稳；同时，将传动机构和变速机构集成在所述电机前端盖上，结构更紧凑，从而减小了整个驱动总成的体积。
本发明与现有技术对比，充分显示其优越性在于：动力平衡性好，结构紧凑，便于整车的底盘布置且底盘占用空间小等。
附图说明
图1为本发明的结构示意图；
图2为驱动总成的结构示意图；
图3为本发明的一种装配结构示意图；
图4为本发明的另一种装配结构示意图。
图中：电机分总成1，电机壳体1a，转子轴1b，电机后端盖1c，电机前端盖1d，合装止口1e，旋转密封组件1f，变矩器分总成2，变矩器壳体2a，变速机构2b，第一变速齿轮2b1，第二中间轴齿轮2b2，第二变速齿轮2b3，同轴定位轴承2b4，差速器同轴悬置轴承2b5，隔套2b6，挡圈2b7，变矩器端盖2c，差速器分总成3，传动机构4，输入齿轮4a，第一中间轴齿轮4b，同轴传动轴5，传动套5a，外联桥壳6，外联止口6a，轴管7，外联制动器轮毂分总成8，半轴8a，外联传动防护壳9，外联制动器轮毂分总成10，等速传动轴10a，悬架分总成11。
具体实施方式
下面结合附图及实施例对本发明作进一步的详细描述，但该实施例不应理解为对本发明的限制。
本实施例提供了一种带一级变速的同轴电机，包括电机分总成1、传动机构4和变速机构2b，所述电机分总成1包括电机壳体1a、分别安装在所述电机壳体1a两端的电机后端盖1c和电机前端盖1d以及活动安装在所述电机后端盖1c和电机前端盖1d上的转子轴1b，所述转子轴1b为中空结构；所述传动机构4包括固定安装在所述转子轴1b前端的输入齿轮4a和活动安装在所述电机前端盖1d上的第一中间轴齿轮4b；所述变速机构2b包括第一变速齿轮2b1，所述第一变速齿轮2b1活动安装在所述转子轴1b前端的端头处；所述输入齿轮4a通过所述第一中间轴齿轮4b与所述第一变速齿轮2b1传动连接。通过将转子轴1b为中空结构，这样所述电机分总成1的动力一方面可以从所述转子轴1b向一端输出，另一方面还可以从所述转子轴1b内用传动轴向另一端输出，且两个输出的动力在同一轴线上，动力输出更平稳；同时，将传动机构4和变速机构2b集成在所述电机前端盖1d上，结构更紧凑，从而减小了整个驱动总成的体积。
当然，所述变速机构2b还可为二级变速结构、三级变速结构等。
上述第一变速齿轮2b1为内外双联齿结构，所述第一变速齿轮2b1的一端活动安装 在所述转子轴1b前端的端头处，所述输入齿轮4a通过所述第一中间轴齿轮4b与所述第一变速齿轮2b1的内齿圈传动连接。所述第一变速齿轮2b1的一端通过同轴定位轴承2b4安装在所述转子轴1b前端的端头处。
上述同轴定位轴承2b4的一侧面与所述输入齿轮4a的端面相抵，所述同轴定位轴承2b4的另一侧面设有隔套2b6和挡圈2b7，所述挡圈2b7定位安装在所述第一变速齿轮2b1的轴孔内，所述隔套2b6安装在所述挡圈2b7的一侧。
上述第一中间轴齿轮4b至少为一个。所述第一中间轴齿轮4b为双联齿结构，所述第一中间轴齿轮4b的一端与所述输入齿轮4a常啮合，所述第一中间轴齿轮4b的另一端与所述第一变速齿轮2b1常啮合。
上述电机后端盖1c和电机前端盖1d各自的内外连接面上分别设有内置静密封组件的合装止口1e。所述转子轴1b与所述电机后端盖1c和电机前端盖1d的连接处分别设有旋转密封组件1f。
本同轴电机需配合其他部件(如差速器分总成3等)组成能两端同轴输出的驱动总成，该驱动总成具体结构如下：
包括电机分总成1、变矩器分总成2和差速器分总成3，所述电机分总成1包括电机壳体1a、分别安装在所述电机壳体1a两端的电机后端盖1c和电机前端盖1d以及活动安装在所述电机后端盖1c和电机前端盖1d上的转子轴1b，所述转子轴1b为中空结构；所述变矩器分总成2包括变矩器壳体2a、安装在所述变矩器壳体2a内的变速机构2b和安装在所述变矩器壳体2a前端的变矩器端盖2c，所述变矩器壳体2a后端安装在所述电机前端盖1d上，所述差速器分总成3安装在所述变矩器壳体2a内，所述转子轴1b前端通过传动机构4与所述变速机构2b的输入端传动连接，所述变速机构2b的输出端固定在所述差速器分总成3的壳体上，所述差速器分总成3的输出B端安装在所述变矩器端盖2c上，所述差速器分总成3的输出A端和输出B端与所述转子轴1b同轴布置。通过转子轴1b将电机分总成1的动力经变速机构2b变速变矩后传输到所述差速器分总成3上，传输到所述差速器分总成3上的动力一方面从所述差速器分总成3的输出B端直接输出，另一方面从所述差速器分总成3的输出A端输出，并可在所述中空结构的转子轴1b安装与所述差速器分总成3的输出A端相连接的传动轴将动力从电机分总成1的后端输出，由于所述差速器分总成3的输出A端与所述转子轴1b同轴布置，所以从所述差 速器分总成3的输出B端输出的动力和从电机分总成1的后端输出的动力也是同轴的，从而实现了将电机分总成1的动力从本总成的两端同轴输出，平衡性好；而且，由于所述变速机构2b和差速器分总成3集成在所述变矩器壳体2a内，并安装在所述电机前端盖1d上，所以结构紧凑，底盘占用空间小。
具体地，所述传动机构4包括固定安装在所述转子轴1b前端的输入齿轮4a和活动安装在所述电机前端盖1d上的第一中间轴齿轮4b；所述变速机构2b包括第一变速齿轮2b1、活动安装在所述变矩器壳体2a上的第二中间轴齿轮2b2和第二变速齿轮2b3，具体地，所述第二中间轴齿轮2b2通过圆柱定位销定位安装在所述变矩器壳体2a上，所述第一变速齿轮2b1为内外双联齿结构，所述第二变速齿轮2b3为内齿盘形结构，所述第一变速齿轮2b1的一端活动安装在所述转子轴1b前端的端头处，所述第一变速齿轮2b1的另一端活动安装在所述差速器分总成3的输出A端，所述第二变速齿轮2b3的盘侧部分通过罗双固定安装在所述差速器分总成3的壳体上，所述差速器分总成3通过所述第二变速齿轮2b3和变矩器端盖2c安装在所述变矩器壳体2a内；所述输入齿轮4a通过所述第一中间轴齿轮4b与所述第一变速齿轮2b1的内齿圈传动连接，所述第一变速齿轮2b1的外齿圈通过所述第二中间轴齿轮2b2与所述第二变速齿轮2b3传动连接。当然，所述变速机构2b也可为一级变速机构或三级变速机构等，具体变速变矩级数可根据实际需要设计。
更具体地，所述第一变速齿轮2b1的一端通过同轴定位轴承2b4安装在所述转子轴1b前端的端头处，所述同轴定位轴承2b4与所述输入齿轮4a的端面相抵，所述第一变速齿轮2b1的另一端通过差速器同轴悬置轴承2b5安装在所述差速器分总成3的输出A端上。这样，所述第一变速齿轮2b1的轴孔起到了定位所述差速器分总成3的输出A端的作用，保证了所述差速器分总成3的输出A端与所述转子轴1b的同轴度。
进一步地，所述同轴定位轴承2b4和差速器同轴悬置轴承2b5之间设有隔套2b6和挡圈2b7，所述挡圈2b7定位安装在所述第一变速齿轮2b1的轴孔内，所述隔套2b6安装在所述挡圈2b7的一侧。所述隔套2b6和挡圈2b7起定位所述同轴定位轴承2b4和差速器同轴悬置轴承2b5的作用。当然，也可采用其他结构的定位机构。
当然，所述第一中间轴齿轮4b至少为一个，所述第二中间轴齿轮2b2至少为一个。所述第一中间轴齿轮4b和第二中间轴齿轮2b2的数量可根据传输的力矩大小、速度高低 和力传递的平稳性等因素设计。
更进一步地，所述第一中间轴齿轮4b为双联齿结构，所述第一中间轴齿轮4b的一端与所述输入齿轮4a常啮合，所述第一中间轴齿轮4b的另一端与所述第一变速齿轮2b1的内齿圈常啮合。通过采用双联齿结构的第一中间轴齿轮4b提高了减速比，从而提高变矩变速效果。当然，所述第一中间轴齿轮4b也可为单齿结构，对应地，所述第二中间轴齿轮2b也可为双联齿结构。
再进一步地，所述转子轴1b内设有同轴布置的同轴传动轴5，所述同轴传动轴5一端通过花键插装在所述差速器分总成3的输出A端内，所述同轴传动轴5另一端活动安装在所述电机后端盖1c上并向外延伸。通过在所述中空结构的转子轴1b内加设同轴布置的同轴传动轴5，实现了将所述差速器分总成3的输出A端的动力从所述电机分总成1的后端输出，从而使电机分总成1的动力从本总成的两端同轴输出，平衡性好且无需另外加设传动轴将所述差速器分总成3的输出A端的动力引出。为减小所述电机分总成1的电磁场对所述同轴传动轴5高速自转的影响，可采用磁透性材料制造所述同轴传动轴5。
具体地，所述同轴传动轴5的延伸端通过花键套装有传动套5a，所述传动套5a活动安装在所述电机后端盖1c上。这样，动力直接可以通过所述传动套5a向外传输，无需加设额外的动力输出机构。
最后，所述电机后端盖1c、电机前端盖1d和变矩器端盖2c各自的内外连接面上分别设有内置静密封组件的合装止口1e。当然，也可采用其他密封结构。所述转子轴1b与所述电机后端盖1c和电机前端盖1d的连接处分别设有旋转密封组件1f。当然，也可采用其他密封组件。
上述驱动总成通过转子轴1b将电机分总成1的动力经变速机构2b变速变矩后传输到所述差速器分总成3上，传输到所述差速器分总成3上的动力一方面从所述差速器分总成3的输出B端输出，另一方面从所述差速器分总成3的输出A端输出，并可在所述中空结构的转子轴1b安装与所述差速器分总成3的输出A端相连接的传动轴将动力从电机的后端输出，由于所述差速器分总成3的输出A端与所述转子轴1b同轴布置，所以从所述差速器分总成3的输出B端输出的动力和从电机的后端输出的动力也是同轴的，从而实现了将电机分总成1的动力从本总成的两端同轴输出，平衡性好；同时，由 于所述变速机构2b和差速器分总成3集成在所述变矩器壳体2a内，并安装在所述电机前端盖1d上，所以结构紧凑，底盘占用空间小；而且，所述第一变速齿轮2b1的轴孔起到了定位所述差速器分总成3的输出A端的作用，保证了所述差速器分总成3的输出A端与所述转子轴1b的同轴度；同时，所述第一中间轴齿轮4b和第二中间轴齿轮2b2的数量分别为三个且沿圆周方向均匀布置，这样动力传递更平稳；最后，通过在所述中空结构的转子轴1b内加设同轴布置的同轴传动轴5，实现了将所述差速器分总成3的输出A端的动力从所述电机分总成1的后端输出，从而使电机分总成1的动力从本总成的两端同轴输出，平衡性好且无需另外加设传动轴将所述差速器分总成3的输出A端的动力引出。
上述驱动总成的工作过程如下：
首先，所述电机分总成1的动力从所述转子轴1b经输入齿轮4a传递到所述第一中间轴齿轮4b上；然后，动力再由所述第一中间轴齿轮4b经所述第一变速齿轮2b1传递到所述第二中间轴齿轮2b2上；接着，动力再由所述第二中间轴齿轮2b2经所述第二变速齿轮2b3传递到所述差速器分总成3上；最后，动力一方面从所述差速器分总成3的输出B端直接输出，另一方面从所述差速器分总成3的输出A端经所述同轴传动轴5输出。
所述驱动总成在实际使用时又需配合带外联制动器轮毂的轴管与外联桥壳的组合结构或外联制动器轮毂与等速传动轴的组合结构一起组成驱动桥。所述带外联制动器轮毂的轴管与外联桥壳的组合结构和外联制动器轮毂与等速传动轴的组合结构的具体结构如下：
上述带外联制动器轮毂的轴管与外联桥壳的组合结构包括外联桥壳6、轴管7和带半轴8a的外联制动器轮毂分总成8，所述轴管7的直径与带半轴8a的外联制动器轮毂分总成8的连接端口直径相配合，所述轴管7一端与所述外联制动器轮毂分总成8固定连接，所述轴管7另一端与所述外联桥壳6的一端固定连接，所述外联桥壳6另一端设有用于连接安装的外联止口6a，所述外联桥壳6另一端安装在所述电机后端盖1c或/和所述变矩器端盖2c上。
上述外联桥壳6为喇叭状结构，所述喇叭状结构的外联桥壳6的小头端与所述轴管7焊接，所述喇叭状结构的外联桥壳6的大头端与所述电机后端盖1c或/和所述变矩器端 盖2c相连，所述外联止口6a布置在所述喇叭状结构的外联桥壳6的大头端。
具体装配时，先将所述带外联制动器轮毂的轴管与外联桥壳的组合结构的半轴8a插装在所述传动套5a内，然后再通过螺栓将外联桥壳6安装在所述电机后端盖1c或/和所述变矩器端盖2c上即可。
上述外联制动器轮毂与等速传动轴的组合结构包括外联传动防护壳9和带等速传动轴10a的外联制动器轮毂分总成10，所述外联制动器轮毂分总成10连接端口处的防尘罩套装在所述外联传动防护壳9的一端，所述外联传动防护壳9的另一端设有用于连接安装的外联止口6a，所述外联传动防护壳9的另一端安装在所述电机后端盖1c或/和所述变矩器端盖2c上。
上述外联传动防护壳9为喇叭状结构，所述喇叭状结构的外联传动防护壳9的小头端与所述外联制动器轮毂分总成10相连，所述喇叭状结构的外联传动防护壳9的大头端与所述电机后端盖1c或/和所述变矩器端盖2c相连，所述外联止口6a布置在所述喇叭状结构的外联传动防护壳9的大头端。
具体装配时，先将所述带外联制动器轮毂的轴管与外联桥壳的组合结构的等速传动轴10a插装在所述传动套5a内，然后再通过螺栓将外联桥壳6安装在所述电机后端盖1c或/和所述变矩器端盖2c上即可。当然，所述外联制动器轮毂分总成10还需悬架分总成11定位。
本发明通过将转子轴1b为中空结构，这样所述电机分总成1的动力一方面可以从所述转子轴1b向一端输出，另一方面还可以从所述转子轴1b内用传动轴向另一端输出，且两个输出的动力在同一轴线上，动力输出更平稳；同时，将传动机构4和变速机构2b集成在所述电机前端盖1d上，结构更紧凑，从而减小了整个驱动总成的体积。本发明动力平衡性好，结构紧凑，便于整车的底盘布置且底盘占用空间小。
以上所述仅为本发明的较佳实施例，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

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  1. 一种带一级变速的同轴电机，包括电机分总成(1)、传动机构(4)和变速机构(2b)，所述电机分总成(1)包括电机壳体(1a)、分别安装在所述电机壳体(1a)两端的电机后端盖(1c)和电机前端盖(1d)以及活动安装在所述电机后端盖(1c)和电机前端盖(1d)上的转子轴(1b)，其特征在于：所述转子轴(1b)为中空结构；所述传动机构(4)包括固定安装在所述转子轴(1b)前端的输入齿轮(4a)和活动安装在所述电机前端盖(1d)上的第一中间轴齿轮(4b)；所述变速机构(2b)包括第一变速齿轮(2b1)，所述第一变速齿轮(2b1)活动安装在所述转子轴(1b)前端的端头处；所述输入齿轮(4a)通过所述第一中间轴齿轮(4b)与所述第一变速齿轮(2b1)传动连接。
  2. 如权利要求1所述的带一级变速的同轴电机，其特征在于：所述第一变速齿轮(2b1)为内外双联齿结构，所述第一变速齿轮(2b1)的一端活动安装在所述转子轴(1b)前端的端头处，所述输入齿轮(4a)通过所述第一中间轴齿轮(4b)与所述第一变速齿轮(2b1)的内齿圈传动连接。
  3. 如权利要求2所述的带一级变速的同轴电机，其特征在于：所述第一变速齿轮(2b1)的一端通过同轴定位轴承(2b4)安装在所述转子轴(1b)前端的端头处。
  4. 如权利要求3所述的带一级变速的同轴电机，其特征在于：所述同轴定位轴承(2b4)的一侧面与所述输入齿轮(4a)的端面相抵，所述同轴定位轴承(2b4)的另一侧面设有隔套(2b6)和挡圈(2b7)，所述挡圈(2b7)定位安装在所述第一变速齿轮(2b1)的轴孔内，所述隔套(2b6)安装在所述挡圈(2b7)的一侧。
  5. 如权利要求2所述的带一级变速的同轴电机，其特征在于：所述第一中间轴齿轮(4b)至少为一个。
  6. 如权利要求2所述的带一级变速的同轴电机，其特征在于：所述第一中间轴齿轮 (4b)为双联齿结构，所述第一中间轴齿轮(4b)的一端与所述输入齿轮(4a)常啮合，所述第一中间轴齿轮(4b)的另一端与所述第一变速齿轮(2b1)常啮合。
  7. 如权利要求1或2所述的带一级变速的同轴电机，其特征在于：所述电机后端盖(1c)和电机前端盖(1d)各自的内外连接面上分别设有内置静密封组件的合装止口(1e)。
  8. 如权利要求1或2所述的带一级变速的同轴电机，其特征在于：所述转子轴(1b)与所述电机后端盖(1c)和电机前端盖(1d)的连接处分别设有旋转密封组件(1f)。
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