WO2017063594A1 - 客车及其动力系统 - Google Patents

客车及其动力系统 Download PDF

Info

Publication number
WO2017063594A1
WO2017063594A1 PCT/CN2016/102210 CN2016102210W WO2017063594A1 WO 2017063594 A1 WO2017063594 A1 WO 2017063594A1 CN 2016102210 W CN2016102210 W CN 2016102210W WO 2017063594 A1 WO2017063594 A1 WO 2017063594A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
power system
passenger car
bearing
shaft
Prior art date
Application number
PCT/CN2016/102210
Other languages
English (en)
French (fr)
Inventor
赵春艳
Original Assignee
北京新能源汽车股份有限公司
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 CN201520806015.7U external-priority patent/CN205097908U/zh
Priority claimed from CN201510673601.3A external-priority patent/CN105196847A/zh
Application filed by 北京新能源汽车股份有限公司 filed Critical 北京新能源汽车股份有限公司
Publication of WO2017063594A1 publication Critical patent/WO2017063594A1/zh

Links

Images

Classifications

    • 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

Definitions

  • the present invention relates to the field of power system technology, and more particularly to a power system for a passenger car and a passenger car having the power system.
  • the pure electric bus is generally in the form of a front-mounted rear drive, and the way to realize the pure electric drive is mostly to replace the original engine by the drive motor, thereby causing the entire power transmission system to run through the entire lower body, and the drive shaft is more Long, the power system transmission is noisy.
  • the arrangement of the integrated battery pack is very difficult, and most of the models are arranged by dividing into several battery envelopes, which is not conducive to the setting of the entire power battery management system, and this arrangement will cause the high and low voltage components and the wiring harness to be intertwined, which is extremely easy. Generate electromagnetic interference problems.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • the present invention proposes a power system for a passenger car that has a short drive shaft, low transmission noise, and can facilitate the arrangement of the power battery and the high and low voltage components and the wire harness.
  • the invention further proposes a passenger car.
  • a power system for a passenger car includes: a rear axle having left and right rear wheels disposed on both sides thereof; a motor and a speed reducer, and the speed reducer is coupled to the motor and adjacent to the motor
  • the rear axle is disposed, the reducer is provided with an output shaft; the intermediate shaft is connected to the first end of the output shaft and rotates synchronously with the output shaft; the left drive shaft and the right drive shaft
  • the left rear wheel is driven by the left drive shaft, the right rear wheel is driven by the right drive shaft, and one of the left drive shaft and the right drive shaft is connected to the second end of the output shaft and The other is connected to the intermediate shaft.
  • the length of the transmission shaft can be effectively shortened, and the motor can drive the vehicle through the reducer, the left transmission shaft, the intermediate shaft and the right transmission shaft, so that at least to some extent Reduce the cost of the vehicle and reduce the transmission noise of the vehicle.
  • the motor since the motor is arranged adjacent to the rear axle, the front and rear loads of the passenger car can be balanced, and the transmission shaft can be prevented from passing through the entire frame of the passenger car from front to back, thereby facilitating the arrangement of the power battery, and also facilitating the high and low voltage components of the passenger car.
  • the flexible arrangement of the wiring harness to improve the safety of the work of the passenger car.
  • the power system according to the invention may also have the following distinguishing technical features:
  • the axial direction of the motor is the same as the length of the rear axle.
  • the power system further includes: a suspension, the motor and the reducer mounted on the suspension.
  • the motor and the speed reducer are connected by a connecting flange, and the connecting flange is provided with a mounting point on which the mounting portion of the mounting point is fitted.
  • the motor and the reducer are mated by a splined structure.
  • the intermediate shaft is sleeved with a bearing, and one end of the motor remote from the speed reducer is provided with a bearing seat for supporting the bearing.
  • the bearing housing is integrally formed with the housing of the electric machine.
  • the two sides of the bearing are each provided with a dustproof pad.
  • the power system further includes an axial locking device disposed on both sides of the bearing to lock it within the bearing housing.
  • the axial locking device includes: a retaining ring that is two and respectively stops on both sides of the bearing; a lock nut, the lock nut is disposed at One side of the bearing and locks the retaining ring adjacent thereto.
  • the passenger car according to the present invention includes the above-mentioned power system, thereby shortening the length of the transmission shaft, reducing the cost of the passenger car, facilitating the arrangement of the power battery, balancing the front and rear load distribution of the passenger car, and improving the safety of use of the passenger car.
  • FIG. 1 is a partial structural schematic view of a passenger car according to an embodiment of the present invention.
  • FIG. 2 is a schematic structural view of a power system according to an embodiment of the present invention.
  • Figure 3 is a schematic view showing the connection relationship between the motor and the bearing housing
  • FIG. 4 is a schematic view of the cooperation of the intermediate shaft and the bearing in the power system of FIG. 2.
  • Rear axle 10 left rear wheel 11; right rear wheel 12;
  • Bearing 80 bearing housing 81; dust pad 82;
  • Axial locking device 90 retaining ring 91; lock nut 92;
  • the power system 100 according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings, and the power system 100 can be applied to a passenger car, such as a medium bus.
  • a powertrain system 100 may include a rear axle 10, a motor 20, a speed reducer 30, an intermediate shaft 40, a left drive shaft 50, and a right drive shaft 60.
  • the left rear wheel 11 and the right rear wheel 12 are provided on both sides of the rear axle 10.
  • the speed reducer 30 is driven by the motor 20, and the speed reducer 30 and the motor 20 are disposed adjacent to the rear axle 10. It can be understood that the power generated by the motor 20 can be transmitted to the speed reducer 30.
  • the speed reducer 30 is provided with an output shaft, the intermediate shaft 40 is coupled to the first end of the output shaft, and the intermediate shaft 40 rotates in synchronization with the output shaft. In other words, the speed reducer 30 can transmit the power transmitted from the motor 20 to the intermediate shaft 40 through the output shaft.
  • the motor 20 may be a permanent magnet synchronous motor 20 and the reducer 30 may be a two-stage single speed reducer 30.
  • the power system 100 may further include: a suspension, the motor 20 and the speed reducer 30 being mounted on the suspension.
  • the motor 20 and the speed reducer 30 By mounting the motor 20 and the speed reducer 30 on the suspension, the bottom space of the passenger car can be effectively utilized, and the mounting reliability of the motor 20 and the speed reducer 30 can be ensured.
  • the motor 20 and the speed reducer 30 may be connected by a connecting flange 70.
  • the connecting flange 70 is provided with a mounting point 71 on which a mounting portion provided with a mounting point 71 is mounted.
  • the connecting flange 70 can also fix the motor 20 and the speed reducer 30 to the suspension through the mounting point 71 while connecting the motor 20 and the speed reducer 30.
  • the mounting points 71 may be multiple, so that the mounting reliability of the connecting flange 70 and the suspension may be increased.
  • the left rear wheel 11 is driven by the left drive shaft 50
  • the right rear wheel 12 is driven by the right drive shaft 60
  • one of the left drive shaft 50 and the right drive shaft 60 is coupled to the second end of the output shaft
  • the left drive shaft 50 and right The other of the drive shafts 60 is coupled to the intermediate shaft 40. It can be understood that when the left drive shaft 50 is coupled to the second end of the output shaft, the right drive shaft 60 is coupled to the intermediate shaft 40; when the right drive shaft 60 is coupled to the second end of the output shaft, the left drive shaft 50 and The intermediate shaft 40 is connected.
  • the power transmission process of the power system 100 will be described in detail below by taking the power system 100 shown in FIG. 1 as an example.
  • the power of the motor 20 can be transmitted to the input shaft of the speed reducer 30 through the output shaft of the motor 20, the input shaft of the speed reducer 30 can be transmitted to the output shaft of the speed reducer 30, and the output shaft of the speed reducer 30 can be
  • the left rear wheel 11 is transmitted to the left rear wheel 11 to drive the left rear wheel 11 to rotate.
  • the output shaft of the speed reducer 30 can also be transmitted to the right rear wheel 12 through the intermediate shaft 40 and the right transmission shaft 60 to drive the right rear wheel 12 to rotate.
  • the length of the transmission shaft can be effectively shortened, and the motor 20 can be realized by the speed reducer 30, the left drive shaft 50, the intermediate shaft 40, and the right drive shaft 60.
  • Drive The movement of the vehicle can at least reduce the cost of the passenger car and reduce the transmission noise of the passenger car.
  • the motor 20 since the motor 20 is disposed adjacent to the rear axle 10, the front and rear loads of the passenger car can be balanced, and the transmission shaft can be prevented from passing through the entire frame of the passenger car from front to back, thereby facilitating the arrangement of the power battery 200, and also facilitating the passenger car.
  • the flexible arrangement of high and low voltage components and wiring harnesses improves the safety of passenger cars.
  • the axial direction of the motor 20 is the same as the length direction of the rear axle 10.
  • the arrangement of the motor 20 can be facilitated, which can be advantageous in balancing the left and right load distribution of the passenger car at the position of the rear axle 10.
  • the motor 20 and the speed reducer 30 may be mated by a splined structure. It can be understood that the motor 20 and the speed reducer 30 that are coupled by the spline structure are reliable and stable. Moreover, the motor 20 and the speed reducer 30 can adopt a pin sleeve and a stop positioning manner, wherein the pin sleeve can be an oblong pin bush structure, so that the convenience of positioning and installation can be achieved.
  • the intermediate shaft 40 may be sleeved with a bearing 80, and one end of the motor 20 remote from the speed reducer 30 may be provided with a bearing housing 81 for supporting the bearing 80.
  • the housing of the bearing housing 81 and the motor 20 may be an integrally formed structure.
  • the bearing housing 81 may be integrally formed with the right end cap of the motor 20.
  • the housing and the bearing housing 81 of the integrally formed motor 20 can effectively avoid the positioning error caused by the secondary mounting of the split bearing housing 81, thereby effectively improving the mounting accuracy of the bearing housing 81.
  • the bearing 80 may alternatively be a non-contact sealed bearing structure.
  • the bearing 80 can be a deep groove ball bearing.
  • the two sides of the bearing 80 may be respectively provided with a dustproof pad 82.
  • the dustproof pad 82 can be a metal dustproof punch.
  • the power system 100 may further include an axial locking device 90 that may be disposed on both sides of the bearing 80 to lock the bearing 80 within the bearing housing 81.
  • an axial locking device 90 By providing the axial locking device 90, the bearing 80 can be locked in the bearing housing 81, so that the cooperation between the intermediate shaft 40 and the bearing 80 can be effectively ensured, thereby ensuring the normal operation of the intermediate shaft 40, and improving the power system 100. Work efficiency.
  • the axial locking device 90 may include a retaining ring 91 and a lock nut 92.
  • the retaining ring 91 is two and respectively stopped on both sides of the bearing 80, and the lock nut 92 is disposed at One side of the bearing 80, and the lock nut 92 locks the retaining ring 91 adjacent the lock nut 92.
  • the retaining ring 91 can be a circlip, and by providing the retaining ring 91 on both sides of the bearing 80, the positioning reliability of the bearing 80 can be ensured.
  • the lock nut 92 the locking degree of the lock nut 92 can be adjusted according to actual conditions, and the positioning reliability of the bearing 80 can be further ensured.
  • a passenger car according to an embodiment of the present invention includes the power system 100 of the above embodiment, so that the length of the transmission shaft can be shortened Degree, reduce the cost of passenger cars, facilitate the layout of the power battery 200, balance the front and rear load distribution of the passenger car, and improve the safety of the passenger car.
  • first and second 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.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. Or in one piece; it may be a mechanical connection, or it may be an electrical connection or a communication with each other; it may be directly connected or indirectly connected through an intermediate medium, and may be an internal connection of two elements or an interaction relationship between two elements. Unless otherwise expressly defined. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

一种客车及其动力系统（100），动力系统（100）包括：后桥（10），后桥（10）的两侧设置有左后轮（11）和右后轮（12）；电机（20）和减速器（30），减速器（30）与电机（20）传动且邻近后桥（10）设置，减速器（30）上设置有输出轴；中间轴（40），中间轴（40）连接在输出轴的第一端且与输出轴同步转动；左传动轴（50）和右传动轴（60），左后轮（11）与左传动轴（50）传动，右后轮（12）与右传动轴（60）传动，左传动轴（50）和右传动轴（60）中的一个与输出轴的第二端相连且另一个与中间轴（40）相连。通过将电机（20）邻近后桥（10）设置，可以有效缩短客车的传动轴的长度，便于动力电池（200）的布置，便于高低压元件及线束的布置，有效平衡客车的前后载荷分布。

Description

客车及其动力系统 技术领域
本发明涉及动力系统技术领域，尤其涉及一种用于客车的动力系统以及具有该动力系统的客车。
背景技术
相关技术中，纯电动客车一般为前置后驱布置形式，实现纯电动驱动的方式大多为用驱动电机取代原有发动机的布置形式，从而导致整个动力传动系统贯穿整个下车体，传动轴较长，动力系统传动噪音大。而且整体式电池包布置十分困难，大多车型采用分成几个电池包络进行布置，不利于整个动力电池管理系统的设置，而且这种布置形式将会导致高低压元件及线束交织在一起，极容易产生电磁干扰问题。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明提出一种用于客车的动力系统，该动力系统传动轴短，传动噪音小，而且可以便于动力电池和高低压元件及线束的布置。
本发明进一步地提出了一种客车。
根据本发明的用于客车的动力系统，包括：后桥，所述后桥的两侧设置有左后轮和右后轮；电机和减速器，所述减速器与所述电机传动且邻近所述后桥设置，所述减速器上设置有输出轴；中间轴，所述中间轴连接在所述输出轴的第一端且与所述输出轴同步转动；左传动轴和右传动轴，所述左后轮与所述左传动轴传动，所述右后轮与所述右传动轴传动，所述左传动轴和所述右传动轴中的一个与所述输出轴的第二端相连且另一个与所述中间轴相连。
根据本发明的动力系统，由于电机邻近后桥设置，可以有效缩短传动轴的长度，电机通过减速器、左传动轴、中间轴和右传动轴即可实现驱动车辆运动，从而至少一定程度上可以降低车辆的成本，而且可以降低车辆的传动噪音。另外，由于电机邻近后桥设置，可以平衡客车的前后载荷，而且可以避免传动轴从前向后穿过客车的整个车架，从而可以便于动力电池的布置，而且还可以有利于客车的高低压元件及线束的灵活布置，提高客车的工作安全性。
另外，根据本发明的动力系统还可以具有以下区别技术特征：
在本发明的一些示例中，所述电机的轴向与所述后桥的长度方向相同。
在本发明的一些示例中，所述动力系统还包括：悬置，所述电机和所述减速器安装在所述悬置上。
在本发明的一些示例中，所述电机和所述减速器通过连接法兰相连，所述连接法兰上设置有安装点，所述悬置上设置有所述安装点配合安装的安装部。
在本发明的一些示例中，所述电机和所述减速器通过花键结构配合。
在本发明的一些示例中，所述中间轴上套设有轴承，所述电机的远离所述减速器的一端设置有用于支承所述轴承的轴承座。
在本发明的一些示例中，所述轴承座与所述电机的壳体为一体成型结构。
在本发明的一些示例中，所述轴承的两侧分别设置有防尘垫。
在本发明的一些示例中，所述动力系统还包括：轴向锁紧装置，所述轴向锁紧装置设置在所述轴承的两侧以将其锁止在所述轴承座内。
在本发明的一些示例中，所述轴向锁紧装置包括：挡圈，所述挡圈为两个且分别止挡在所述轴承的两侧；锁紧螺母，所述锁紧螺母设置在所述轴承的一侧且锁止邻近其的所述挡圈。
根据本发明的客车，包括上述的动力系统，从而可以缩短传动轴的长度，降低客车的成本，便于动力电池的布置，平衡客车的前后载荷分布，提高客车的使用安全性。
附图说明
图1是根据本发明实施例的客车的局部结构示意图；
图2是根据本发明实施例的动力系统的结构示意图；
图3是电机与轴承座的连接关系示意图；
图4是图2中的动力系统中的中间轴与轴承的配合示意图。
附图标记：
动力系统100；
后桥10；左后轮11；右后轮12；
电机20；减速器30；
中间轴40；
左传动轴50；右传动轴60；
连接法兰70；安装点71；
轴承80；轴承座81；防尘垫82；
轴向锁紧装置90；挡圈91；锁紧螺母92；
动力电池200。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
下面参考附图详细描述根据本发明实施例的动力系统100，动力系统100可以应用于客车上，例如中型巴士。
如图1所示，根据本发明实施例的动力系统100可以包括：后桥10、电机20、减速器30、中间轴40、左传动轴50和右传动轴60。如图1所示，后桥10的两侧设置有左后轮11和右后轮12。减速器30与电机20传动，而且减速器30和电机20邻近后桥10设置。可以理解的是，电机20产生的动力可以传递给减速器30。减速器30上设置有输出轴，中间轴40连接在输出轴的第一端，而且中间轴40与输出轴同步转动。换言之，减速器30可以通过输出轴将从电机20传递来的动力传递给中间轴40。可选地，电机20可以为永磁同步电机20，减速器30可以为二级单速减速器30。
根据本发明的一个实施例，动力系统100还可以包括：悬置，电机20和减速器30安装在悬置上。通过将电机20和减速器30安装在悬置上，可以有效利用客车的底部空间，而且可以保证电机20和减速器30的安装可靠性。具体地，如图2所示，电机20和减速器30可以通过连接法兰70相连，连接法兰70上设置有安装点71，悬置上设置有安装点71配合安装的安装部。可以理解的是，连接法兰70在连接电机20和减速器30的同时，还可以通过安装点71将电机20和减速器30固定安装在悬置上。其中，可选地，安装点71可以为多个，从而可以增加连接法兰70与悬置的安装可靠性。
左后轮11与左传动轴50传动，右后轮12与右传动轴60传动，左传动轴50和右传动轴60中的一个与输出轴的第二端相连，而且左传动轴50和右传动轴60中的另一个与中间轴40相连。可以理解的是，当左传动轴50与输出轴的第二端相连时，右传动轴60与中间轴40相连；当右传动轴60与输出轴的第二端相连时，左传动轴50和中间轴40相连。
下面以图1所示的动力系统100为例详细说明根据本发明实施例的动力系统100的动力传动过程。
当电机20正常工作时，电机20的动力可以通过电机20的输出轴传递给减速器30的输入轴，减速器30的输入轴可以传递给减速器30的输出轴，减速器30的输出轴可以通过左传动轴50传递给左后轮11以驱动左后轮11转动，减速器30的输出轴还可以通过中间轴40和右传动轴60传递给右后轮12以驱动右后轮12转动。
根据本发明实施例的动力系统100，由于电机20邻近后桥10设置，可以有效缩短传动轴的长度，电机20通过减速器30、左传动轴50、中间轴40和右传动轴60即可实现驱动 车辆运动，从而至少一定程度上可以降低客车的成本，而且可以降低客车的传动噪音。另外，由于电机20邻近后桥10设置，可以平衡客车的前后载荷，而且可以避免传动轴从前向后穿过客车的整个车架，从而可以便于动力电池200的布置，而且还可以有利于客车的高低压元件及线束的灵活布置，提高客车的工作安全性。
在本发明的一些示例中，如图2所示，电机20的轴向与后桥10的长度方向相同。由此，通过将电机20在客车的横向方向(即左右方向)上布置，可以便于电机20的布置，可以有利于平衡客车在后桥10位置的左右载荷分布。
可选地，电机20和减速器30可以通过花键结构配合。可以理解的是，通过花键结构配合的电机20和减速器30传动可靠且稳定。而且，电机20和减速器30可以采用一销套一止口的定位方式，其中，销套可以为长圆形销套结构，从而可以兼顾定位和安装的便利性。
根据本发明的一个实施例，中间轴40上可以套设有轴承80，电机20的远离减速器30的一端可以设置有用于支承轴承80的轴承座81。优选地，如图3所示，轴承座81与电机20的壳体可以为一体成型结构。具体地，轴承座81可以与电机20的右侧端盖为一体成型结构。一体成型的电机20的壳体和轴承座81可以有效避免分体式的轴承座81二次安装带来的定位误差，从而可以有效提高轴承座81的安装精度。其中，可选地，轴承80可以为非接触式密封轴承结构。轴承80可以为深沟球轴承。
可选地，如图4所示，轴承80的两侧可以分别设置有防尘垫82。防尘垫82可以为金属防尘冲片。通过在轴承80的两侧设置防尘垫82，可以有效避免客车的底盘内的灰尘侵入轴承80，从而可以有效保护轴承80，保证轴承80的工作可靠性，延长轴承80的使用寿命。
可选地，动力系统100还可以包括：轴向锁紧装置90，轴向锁紧装置90可以设置在轴承80的两侧以将轴承80锁止在轴承座81内。通过设置轴向锁紧装置90，可以将轴承80锁止在轴承座81内，从而可以有效保证中间轴40和轴承80之间的配合，进而可以保证中间轴40的正常工作，提高动力系统100的工作效率。
具体地，如图4所示，轴向锁紧装置90可以包括：挡圈91和锁紧螺母92，挡圈91为两个且分别止挡在轴承80的两侧，锁紧螺母92设置在轴承80的一侧，而且锁紧螺母92锁止邻近锁紧螺母92的挡圈91。其中，可选地，挡圈91可以为弹性挡圈，通过在轴承80的两侧分别设置有挡圈91，可以保证轴承80的定位可靠性。另外，通过设置锁紧螺母92，可以根据实际情况调节锁紧螺母92的锁止度，可以进一步地保证轴承80的定位可靠性。
根据本发明实施例的客车，包括上述实施例的动力系统100，从而可以缩短传动轴的长 度，降低客车的成本，便于动力电池200的布置，平衡客车的前后载荷分布，提高客车的使用安全性。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或彼此可通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例 进行变化、修改、替换和变型。

Claims (11)

  1. 一种用于客车的动力系统，其特征在于，包括：
    后桥，所述后桥的两侧设置有左后轮和右后轮；
    电机和减速器，所述减速器与所述电机传动且邻近所述后桥设置，所述减速器上设置有输出轴；
    中间轴，所述中间轴连接在所述输出轴的第一端且与所述输出轴同步转动；
    左传动轴和右传动轴，所述左后轮与所述左传动轴传动，所述右后轮与所述右传动轴传动，所述左传动轴和所述右传动轴中的一个与所述输出轴的第二端相连且另一个与所述中间轴相连。
  2. 根据权利要求1所述的用于客车的动力系统，其特征在于，所述电机的轴向与所述后桥的长度方向相同。
  3. 根据权利要求1所述的用于客车的动力系统，其特征在于，还包括：悬置，所述电机和所述减速器安装在所述悬置上。
  4. 根据权利要求3所述的用于客车的动力系统，其特征在于，所述电机和所述减速器通过连接法兰相连，所述连接法兰上设置有安装点，所述悬置上设置有所述安装点配合安装的安装部。
  5. 根据权利要求1所述的用于客车的动力系统，其特征在于，所述电机和所述减速器通过花键结构配合。
  6. 根据权利要求1所述的用于客车的动力系统，其特征在于，所述中间轴上套设有轴承，所述电机的远离所述减速器的一端设置有用于支承所述轴承的轴承座。
  7. 根据权利要求6所述的用于客车的动力系统，其特征在于，所述轴承座与所述电机的壳体为一体成型结构。
  8. 根据权利要求6所述的用于客车的动力系统，其特征在于，所述轴承的两侧分别设置有防尘垫。
  9. 根据权利要求6所述的用于客车的动力系统，其特征在于，还包括：轴向锁紧装置，所述轴向锁紧装置设置在所述轴承的两侧以将其锁止在所述轴承座内。
  10. 根据权利要求9所述的用于客车的动力系统，其特征在于，所述轴向锁紧装置包括：
    挡圈，所述挡圈为两个且分别止挡在所述轴承的两侧；
    锁紧螺母，所述锁紧螺母设置在所述轴承的一侧且锁止邻近其的所述挡圈。
  11. 一种客车，其特征在于，包括根据权利要求1-10中任一项所述的用于客车的动力系统。
PCT/CN2016/102210 2015-10-16 2016-10-14 客车及其动力系统 WO2017063594A1 (zh)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201520806015.7 2015-10-16
CN201510673601.3 2015-10-16
CN201520806015.7U CN205097908U (zh) 2015-10-16 2015-10-16 客车及其动力系统
CN201510673601.3A CN105196847A (zh) 2015-10-16 2015-10-16 客车及其动力系统

Publications (1)

Publication Number Publication Date
WO2017063594A1 true WO2017063594A1 (zh) 2017-04-20

Family

ID=58517200

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2016/102210 WO2017063594A1 (zh) 2015-10-16 2016-10-14 客车及其动力系统

Country Status (1)

Country Link
WO (1) WO2017063594A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111332111A (zh) * 2020-03-03 2020-06-26 佛山科学技术学院 一种新型的电动汽车动力总成悬置系统
CN113464577A (zh) * 2021-05-10 2021-10-01 凯盛重工有限公司 一种掘进机工作臂用可调偏传动系统

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6431298B1 (en) * 1999-04-13 2002-08-13 Meritor Heavy Vehicle Systems, Llc Drive unit assembly for an electrically driven vehicle
CN201161547Y (zh) * 2007-09-27 2008-12-10 陕西东风昌河车桥股份有限公司 一种用于电瓶车的后驱动桥
CN201872535U (zh) * 2010-10-20 2011-06-22 无锡晶华汽车零部件有限公司 一种电动观光车的驱动桥
CN201872534U (zh) * 2010-10-20 2011-06-22 无锡晶华汽车零部件有限公司 一种用于电动观光车及电动载货车的全浮式驱动桥
CN202378674U (zh) * 2011-12-27 2012-08-15 浙江向阳齿轮机电有限公司 电动车的联接桥、驱动系统集成装置
CN105196847A (zh) * 2015-10-16 2015-12-30 北京新能源汽车股份有限公司 客车及其动力系统
CN205097908U (zh) * 2015-10-16 2016-03-23 北京新能源汽车股份有限公司 客车及其动力系统
CN205097914U (zh) * 2015-11-03 2016-03-23 北汽银翔汽车有限公司 一种电机后置的后驱电动车驱动轴装配结构

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6431298B1 (en) * 1999-04-13 2002-08-13 Meritor Heavy Vehicle Systems, Llc Drive unit assembly for an electrically driven vehicle
CN201161547Y (zh) * 2007-09-27 2008-12-10 陕西东风昌河车桥股份有限公司 一种用于电瓶车的后驱动桥
CN201872535U (zh) * 2010-10-20 2011-06-22 无锡晶华汽车零部件有限公司 一种电动观光车的驱动桥
CN201872534U (zh) * 2010-10-20 2011-06-22 无锡晶华汽车零部件有限公司 一种用于电动观光车及电动载货车的全浮式驱动桥
CN202378674U (zh) * 2011-12-27 2012-08-15 浙江向阳齿轮机电有限公司 电动车的联接桥、驱动系统集成装置
CN105196847A (zh) * 2015-10-16 2015-12-30 北京新能源汽车股份有限公司 客车及其动力系统
CN205097908U (zh) * 2015-10-16 2016-03-23 北京新能源汽车股份有限公司 客车及其动力系统
CN205097914U (zh) * 2015-11-03 2016-03-23 北汽银翔汽车有限公司 一种电机后置的后驱电动车驱动轴装配结构

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111332111A (zh) * 2020-03-03 2020-06-26 佛山科学技术学院 一种新型的电动汽车动力总成悬置系统
CN113464577A (zh) * 2021-05-10 2021-10-01 凯盛重工有限公司 一种掘进机工作臂用可调偏传动系统
CN113464577B (zh) * 2021-05-10 2022-07-15 凯盛重工有限公司 一种掘进机工作臂用可调偏传动系统

Similar Documents

Publication Publication Date Title
CN102483139B (zh) 用于高速电机驱动系统的驱动配置
CN104290721B (zh) 一种新能源汽车轮边电机驱动桥
KR20120041730A (ko) 전기 기계를 구비한 포탈 액슬을 가진 차량용 구동 장치
CN211809036U (zh) 电动车辆的驱动轮单元安装结构
WO2017063594A1 (zh) 客车及其动力系统
CN112049919A (zh) 轨道车辆用齿轮箱和驱动系统、以及轨道车辆
CN102280963B (zh) 一种纯电动汽车驱动电机
JP5611731B2 (ja) インホイールモータ型電気自動車
CN201434023Y (zh) 长距离高效等速传动轴
WO2015039611A1 (zh) 同轴电机变矩差速器总成
CN205097908U (zh) 客车及其动力系统
CN204549848U (zh) 一种带内法兰座的驱动机构
CN211493637U (zh) 汽车驱动系统以及汽车
CN204327814U (zh) 一种后轮驱动车辆的轮毂与鼓式制动器的组件
CN103895494A (zh) 摇臂一体式电动轮及电动车
CN105196847A (zh) 客车及其动力系统
CN102745062B (zh) 具有双电机的轮毂驱动系统
CN101524948A (zh) 一种汽车驱动轴支撑装置
CN201346996Y (zh) 一种汽车用驱动轴中间支撑装置
CN205663508U (zh) 发动机与发电机转子联接装置
CN204549850U (zh) 一种带外法兰座和挡圈的驱动机构
CN204020557U (zh) 车辆后桥差速装置
CN218316087U (zh) 一种电动车驱动桥总成
CN219796035U (zh) 一种整体式齿轮箱箱体固定装置
CN201362163Y (zh) 一种用于电动车辆驱动的双电机动力合成装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16854970

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16854970

Country of ref document: EP

Kind code of ref document: A1