WO2021037006A1 - 三合一电驱动总成结构 - Google Patents

三合一电驱动总成结构 Download PDF

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Publication number
WO2021037006A1
WO2021037006A1 PCT/CN2020/110928 CN2020110928W WO2021037006A1 WO 2021037006 A1 WO2021037006 A1 WO 2021037006A1 CN 2020110928 W CN2020110928 W CN 2020110928W WO 2021037006 A1 WO2021037006 A1 WO 2021037006A1
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WIPO (PCT)
Prior art keywords
motor
module
assembly
reducer
controller
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PCT/CN2020/110928
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English (en)
French (fr)
Inventor
王军政
李育
邵鹏
丁祥根
顾健华
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上海汽车变速器有限公司
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Application filed by 上海汽车变速器有限公司 filed Critical 上海汽车变速器有限公司
Publication of WO2021037006A1 publication Critical patent/WO2021037006A1/zh

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    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/10—Casings or enclosures characterised by the shape, form or construction thereof with arrangements for protection from ingress, e.g. water or fingers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/12—Casings or enclosures characterised by the shape, form or construction thereof specially adapted for operating in liquid or gas
    • H02K5/124—Sealing of shafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium

Definitions

  • the invention relates to a technology suitable for new energy vehicles, in particular to a three-in-one electric drive assembly structure suitable for the arrangement of the front or rear compartments of pure electric and fuel cell vehicles.
  • the present invention proposes a three-in-one electric drive assembly structure, which integrates a motor, a controller, and a reducer module into one, and the motor and the controller are connected through a three-phase copper bar; the motor and The reducer module adopts an integrated shell, the motor output shaft and the reducer module input shaft are connected to transfer torque through a spline connection; the motor and the controller adopt an integrated integrated cooling water channel, and the outlet of the controller cooling water channel and the motor cooling water channel inlet are coaxial Designed to realize integrated cooling by connecting water pipes.
  • the invention includes: an integrated main housing, a drive motor module, a reducer module, a controller module and an integrated cooling water channel arranged in the main housing, wherein the drive motor module and the reducer module are connected by splines, and the controller The module and the drive motor module are connected through a three-phase copper bar.
  • the controller module includes: an IGBT module and a control board assembly connected to the IGBT module.
  • the control board assembly includes: a drive motor control unit and an electric parking control unit, wherein: the drive motor control unit is connected to the IGBT module through a flat cable; the electric parking control unit is connected to the electric parking actuator through a low-voltage wiring harness, thereby Realize integrated control.
  • the integrated cooling water channel includes: the controller cooling water channel, the motor cooling water channel and the bearing cooling channel connected to the controller cooling water channel, and the cooling liquid sequentially flows through the controller cooling water channel, the connecting water pipe, the motor cooling water channel and the bearing cooling channel to realize the control to the controller. Cooling of modules, drive motor modules and reducer bearings.
  • the integrated main housing includes a housing shell, an inner water jacket and an end cover assembly.
  • the shell shell and the inner water jacket are connected together by friction welding to form a motor cooling channel and a bearing cooling channel.
  • the housing shell includes a motor water channel shell and a reducer shell, wherein the end surface of the motor water jacket shell is provided with a groove.
  • the outer wall of the inner water jacket is provided with a groove surrounded by a spiral line, and at the same time, an axial protrusion is provided on the groove of the spiral line to increase the turbulent flow area of the cooling liquid and enhance the cooling capacity.
  • the end face of the inner water jacket is provided with an annular groove, the position of which corresponds to the end face groove of the motor water jacket shell, forming a bearing cooling channel for the motor bearing and the reducer bearing.
  • the tail end of the spiral line on the outer wall of the inner water jacket guides the coolant to flow into the bearing cooling channel to realize the cooling of the motor bearing and the reducer bearing.
  • the internal cavity formed by welding the motor waterway shell and the inner water jacket is used to install the motor cavity of the drive motor module, and the reducer shell forms the reducer cavity for installing the gear shaft and gear oil of the reducer module.
  • the motor cavity and the reducer cavity are sealed and isolated by the cooperation of the oil seal and the motor shaft and the bowl plug of the motor rotor shaft to prevent the gear oil of the reducer module from entering the driving motor module.
  • the drive motor module and the reducer module transmit torque through a spline connection, the spline is located in the reducer module cavity and is lubricated by gear oil, and the housing shell and the end cover assembly are surrounded together to form the controller module The distorted zero space.
  • Figure 1 is a schematic diagram of the overall structure of the present invention.
  • Figure 2 is an exploded schematic diagram of the motor module, the controller module, and the reducer module;
  • Figure 3 is a cross-sectional view of the electric drive assembly structure
  • Figure 4 is a schematic diagram of an integrated housing
  • FIG. 5 is a schematic diagram of the inner water jacket
  • Figure 6 is a schematic diagram of the housing shell
  • Figure 7 is a schematic diagram of the motor cooling water channel and the bearing cooling water channel
  • Figure 8 is an exploded schematic diagram of the drive motor module
  • Figure 9 is an exploded schematic diagram of the reducer module
  • Figure 10 is an exploded schematic diagram of the controller
  • Figure 11 is a schematic diagram of the integrated control connection
  • Figure 12 is a schematic diagram of the connection between the controller bus bar and the three-phase copper bar
  • Figure 13 is a schematic diagram of the connection between the motor terminal and the three-phase copper bar
  • Figure 14 is a schematic diagram of the installation position of the electric parking actuator
  • Figure 15 is a schematic diagram of the installation position of the pawl of the electric parking module
  • Figure 16 is a schematic diagram of the coolant inlet
  • Figure 17 is a schematic diagram of the coolant entering the motor cooling channel through the water cooling plate through the connecting water pipe;
  • Figure 18 is a schematic diagram of the motor coolant flow
  • FIG 19 shows the coolant flowing from the motor cooling channel into the bearing cooling channel
  • Figure 20 is a schematic diagram of the coolant outlet
  • this embodiment includes: an integrated main housing and a drive motor module 1, a reducer module 2, a controller module 3, and an integrated cooling water channel arranged inside the main housing.
  • the installation sequence is as follows: Install the drive motor module 1 first, and then install the reducer module 2 and the controller module 3.
  • the one-piece main housing includes: a housing shell 5 and an inner water jacket 7.
  • the housing shell 5 further includes a motor waterway housing 501 and a reducer housing 502.
  • the outer wall of the inner water jacket 7 is provided There is a channel surrounded by a spiral line, and an axial protrusion 701 is provided on the channel of the spiral line to increase the turbulent flow area of the cooling liquid and enhance the cooling capacity.
  • the end surface of the inner water jacket 7 is provided with an annular groove 702 whose position corresponds to the end surface groove of the motor water jacket shell 501.
  • the end surface of the motor water jacket housing 501 is provided with a groove 501A.
  • the housing shell 5 and the inner water jacket 7 are connected together by friction welding to form a motor cooling channel A and a bearing cooling channel B.
  • the tail end of the spiral line on the outer wall of the inner water jacket 7 guides the coolant to flow into the bearing cooling channel, so as to cool the motor bearing and the reducer bearing.
  • the internal cavity formed by welding the motor waterway housing 501 and the inner water jacket 7 is used to install the motor cavity of the drive motor module, and the reducer housing is formed to install the gear shaft and the reducer module. Reducer cavity for gear oil.
  • the drive motor module 1 and the reducer module 2 transmit torque through a spline connection, and the spline is located in the reducer module cavity and is lubricated by gear oil,
  • the end cover assembly 10 is specifically fastened to the end surface of the motor waterway housing 501 by bolts.
  • the end cover assembly 10 includes an end cover, a resolver protective cover 11, and a high-voltage interlocking and resolver stator provided on the end cover.
  • the motor water channel housing 501 is cylindrical.
  • the drive motor module 1 includes: a motor stator assembly 6 and a motor rotor assembly 8 arranged in the motor cavity of the integrated main housing, wherein: the motor stator assembly 6 passes through the heat sleeve The form is set in the cylindrical motor cavity inside the inner water jacket 7.
  • the motor rotor assembly 8 includes: a motor rotor shaft assembly 9 and a silicon steel sheet. One end of the motor rotor shaft assembly 9 is set in the housing shell 5 through the motor front bearing, and the other end is set at the end through the motor rear bearing. Inside the cover assembly 10.
  • the motor rotor shaft assembly 9 includes a motor shaft, a motor front bearing, a motor rear bearing and a resolver rotor, and the output end of the motor shaft is provided with an external spline.
  • the motor rotor shaft 32 of the drive motor module 1 adopts a hollow shaft design and is manufactured by integrated cold swaging, which can effectively reduce the quality and improve the rigidity.
  • the motor cavity and the reducer cavity are sealed and isolated by the oil seal 34 matching with the motor rotor shaft 32 and the bowl plug 33 of the motor rotor shaft 32 to prevent the gear oil of the reducer module from entering the driving motor module.
  • the reducer module 2 includes: input shaft assembly 23, intermediate shaft assembly 25, differential assembly 26, gasket 21, oil guide groove 20, oil guide nozzle 22 and rear housing 19 ,
  • the drive motor module 1 and the reducer module 2 are separated by the oil seal 34 and the bowl plug 33 to ensure that the gear oil does not flow into the drive motor module 1, and the inner hole of the input shaft assembly 23 is provided with
  • the internal splines meshed by the external splines of the motor shaft can transmit the torque of the motor to the reducer module 2.
  • the input shaft assembly 23, the intermediate shaft assembly 25, and the differential assembly 26 transmit torque through the meshing of gears, and pass The bearings at both ends are respectively arranged in the reducer housing 502 and the rear housing 19.
  • the controller module 3 is fixed in the deformed space by bolts, which effectively reduces the height of the assembly and reduces the volume of the assembly.
  • the controller module 3 includes: a controller housing 12 and its controller The upper cover plate 17, the film capacitor module 13, the water-cooling plate assembly 14, the IGBT module 15, the control board assembly 16, the three-phase copper bar 18, the transfer copper bar assembly 24 and the controller upper cover arranged inside the controller housing 12
  • the control board assembly 16 is connected to the IGBT module 15 and is arranged on the controller housing 12, the transfer copper bar assembly 24 is connected to the IGBT module 15, and the three-phase copper bar 18 is connected to the transfer bar assembly 24.
  • the copper transfer bar assembly 24 is specifically fastened to one end of the three-phase copper bar 18 by bolts, and the other end of the three-phase copper bar 18 is connected to the motor stator assembly 6 by bolts.
  • the connection of the drive motor module 1 and the controller module 3 is realized through the three-phase copper bar 18.
  • the control board assembly 16 includes: a drive motor control unit 1601 and an electric parking control unit 1602, wherein: the drive motor control unit 1601 is connected to the IGBT module 15 through a cable; the electric parking control unit 1602 The low-voltage wiring harness 31 is connected to the electric parking actuator 4 to realize integrated control.
  • the drive motor module 1 is further provided with an electric parking module, which includes: an electric parking actuator 4 and a mechanical ratchet pawl structure 28, wherein: a mechanical ratchet
  • an electric parking actuator 4 is fastened to the reducer housing 502 of the housing shell 5 by bolts, the parking teeth are arranged on the reducer input shaft assembly 23, and the electric parking actuator 4 is fastened to the reducer rear housing by bolts 19 on.
  • the integrated cooling water channel includes: a controller cooling water channel, a motor cooling water channel, and a bearing cooling channel, wherein: the input end of the controller cooling water channel is provided with a water inlet 27, and the motor cooling water channel The output end is provided with a water outlet 29.
  • the controller cooling water channel includes: a water-cooling plate assembly 14 and a connecting water pipe 30, wherein the water inlet 27 is fastened to the water inlet end of the water-cooling plate assembly 14 by bolts, and one end of the connecting water pipe 30 is connected to the water-cooling plate assembly 14 through a sealing ring.
  • the water outlet end is connected, and the other end is connected to the water inlet of the motor cooling water channel through a sealing ring.
  • the motor cooling water channel and the bearing cooling channel include an inner water jacket 7 and a motor water channel housing 501, wherein the water outlet 29 is fastened to the motor water channel housing 501 by bolts.
  • the coolant enters through the water inlet 27, first flows through the water cooling plate assembly 14 to cool the film capacitor module 13 and the IGBT module 15, and then enters the motor cooling water channel through the connecting water pipe 30, as shown in Figure 18. As shown, it flows in the spiral of the motor cooling water channel to achieve cooling of the drive motor module 1. As shown in Figure 19, the cooling water flows from the motor cooling water channel into the bearing cooling channel, and finally flows out through the water outlet 29, as shown in Figure 20 Show.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Motor Or Generator Frames (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种三合一电驱动总成结构，包括：一体式主壳体及设置于其内部的驱动电机模块（1）、减速器模块（2）、控制器模块（3）以及一体化冷却水道，驱动电机模块（1）与减速器模块（2）之间通过花键连接，控制器模块（3）与驱动电机模块（1）通过三相铜排（18）连接；将电机、控制器和减速器模块（2）集成到一体，电机和控制器通过三相铜排（18）进行连接；电机和减速器模块（2）采用一体式壳体，电机输出轴和减速器模块（2）输入轴通过花键连接传递力矩；电机和控制器采用一体式集成冷却水道，控制器冷却水道的出口和电机冷却水道入口采用同轴设计，通过连接水管（30）连接，实现集成式冷却。

Description

三合一电驱动总成结构 技术领域
本发明涉及的是一种适用于新能源汽车的技术，具体是一种适用于纯电、燃料电池车前舱或后舱布置的三合一电驱动总成结构。
背景技术
现有电驱动总成大多是电机和变速箱集成，再装配控制器，电机和控制器通过外部的高压线束连接；电机的冷却水道和控制器的冷却水道通过外部管路进行串联连接；此方案中存在体积大、重量重、连接件多、成本高，不利于整车布置缺点。
发明内容
本发明针对现有技术存在的上述不足，提出一种三合一电驱动总成结构，将电机、控制器和减速器模块集成到一体，电机和控制器通过三相铜排进行连接；电机和减速器模块采用一体式壳体，电机输出轴和减速器模块输入轴通过花键连接传递力矩；电机和控制器采用一体式集成冷却水道，控制器冷却水道的出口和电机冷却水道入口采用同轴设计，通过连接水管连接，实现集成式冷却。
本发明是通过以下技术方案实现的：
本发明包括：一体式主壳体及设置于其内部的驱动电机模块、减速器模块、控制器模块以及一体化冷却水道，其中：驱动电机模块与减速器模块之间通过花键连接，控制器模块与驱动电机模块通过三相铜排连接。
所述的控制器模块包括：IGBT模块和与之相连的控制板组件。
所述的控制板组件包括：驱动电机控制单元及电驻车控制单元，其中：驱动电机控制单元与IGBT模块通过排线连接；电驻车控制单元通过低压线束与电驻车执行器连接，从而实现集成控制。
所述的一体化冷却水道包括：控制器冷却水道和与之相连的电机冷却水道、轴承冷却通道，冷却液依次流经控制器冷却水道、连接水管、电机冷却水道和轴承冷却通道实现对控制器模块、驱动电机模块和减速器轴承的冷却。
所述的一体式主壳体包括：壳体外壳、内水套和端盖组件。所述的壳体外壳和内水套通过摩擦焊连接在一起，形成电机冷却通道和轴承冷却通道。
所述的壳体外壳包括：电机水道外壳和减速器外壳，其中，电机水套外壳的端面设置有沟槽。
所述的内水套的外壁上设置有螺旋线环绕的槽道，同时在螺旋线的槽道上设置有轴向凸起，增大冷却液的湍流面积，加强冷却能力。
所述的内水套的端面设置环形沟槽，其位置与电机水套外壳端面沟槽相对应，形成电机轴承和减速器轴承的轴承冷却通道。内水套外壁上螺旋线的尾端引导冷却液流入轴承冷却通道内，实现对电机轴承和减速器轴承的冷却。
所述的电机水道外壳和内水套焊接形成的内部腔体用于安装驱动电机模块的电机腔，减速器外壳形成用于安装减速器模块齿轴和齿轮油的减速器腔。
所述的电机腔和减速器腔之间通过油封与电机轴配合及电机转子轴的碗形塞形成密封隔离，防止减速器模块的齿轮油进入驱动电机模块。
所述的驱动电机模块和减速器模块通过花键连接传递扭矩，所述的花键位于减速器模块腔内并通过齿轮油润滑，壳体外壳与端盖组件共同围绕构成用于安装控制器模块的畸零空间。
附图说明
图1为本发明整体结构示意图；
图2为电机模块、控制器模块、减速器模块分解示意图；
图3为电驱动总成结构剖视图
图4为一体式壳体示意图；
图5为内水套示意图
图6为壳体外壳示意图
图7为电机冷却水道和轴承冷却水道示意图
图8为驱动电机模块分解示意图
图9为减速器模块分解示意图；
图10为控制器分解示意图；
图11为集成控制连接示意图；
图12为控制器母排与三相铜排连接示意图；
图13为电机端子与三相铜排连接示意图；
图14为电驻车执行器安装位置示意图；
图15为电驻车模块棘爪安装位置示意图；
图16为冷却液入口示意图；
图17为冷却液经水冷板通过连接水管进入电机冷却通道示意图；
图18为电机冷却液流动示意图；
图19为冷却液从电机冷却通道流入轴承冷却通道
图20为冷却液出口示意图；
图中：1驱动电机模块、2减速器模块、3控制器模块、4电驻车执行器、5壳体外壳、6电机定子总成、7内水套、8电机转子总成、9电机转子轴、10端盖组件、11旋变保护盖、12控制器壳体、13薄膜电容模块、14水冷板组件、15IGBT模块、16控制板组件、17上盖板、18三相铜排、19后壳体、20导油槽、21输入轴垫片、22导油嘴、23输入轴总成、24转接铜排组件、25中间轴总成、26差速器总成、27进水嘴、28机械棘轮棘爪结构、29出水嘴、30连接水管、31低压线束、501电机水道外壳、502减速器外壳、1601驱动电机控制单元、1602电驻车控制单元、32电机转子轴33碗形塞、34油封。
具体实施方式
如图1和图2所示，本实施例包含：一体式主壳体及设置于其内部的驱动电机模块1、减速器模块2、控制器模块3以及一体化冷却水道，其安装顺序为，先安装驱动电机模块1，再安装减速器模块2、控制器模块3。
如图4所示，所述的一体式主壳体包括：壳体外壳5和内水套7，壳体外壳5进一步包括电机水道外壳501和减速器外壳502，内水套7的外壁上设置有螺旋线环绕的槽道，同时在螺旋线的槽道上设置有轴向凸起701，增大冷却液的湍流面积，加强冷却能力。
如图5所示，内水套7的端面设置环形沟槽702，其位置与电机水套外壳501端面沟槽相对应。
如图6所示，电机水套外壳501的端面设置有沟槽501A。
如图7所示，壳体外壳5和内水套7通过摩擦焊连接在一起，形成电机冷却通道A和轴承冷却通道B。内水套7外壁上螺旋线的尾端引导冷却液流入轴承冷却通道内，实现对电机轴承和减速器轴承的冷却。
如图8和图9所示，所述的电机水道外壳501和内水套7焊接形成的内部腔体用于安装驱动电机模块的电机腔，减速器外壳形成用于安装减速器模块齿轴和齿轮油的减速器腔。
如图3所示，所述的驱动电机模块1和减速器模块2通过花键连接传递扭矩，所述的花键位于减速器模块腔内并通过齿轮油润滑，
所述的端盖组件10具体通过螺栓紧固于电机水道外壳501的端面，该端盖组件10包括：端盖、旋变保护盖11及设置于端盖上的高压互锁、旋变定子。
所述的电机水道外壳501呈圆柱形。
如图8所示，所述的驱动电机模块1包括：设置于一体式主壳体的电机腔内的电机定子总成6和电机转子总成8，其中：电机定子总成6通过热套的形式设置于内水套7内部的圆柱形电机腔内。
所述的电机转子总成8包括：电机转子轴总成9和硅钢片，其中：电机转子轴总成9一端通过电机前轴承设置于壳体外壳5内，另一端通过电机后轴承设置于端盖组件10内。
所述的电机转子轴总成9包括电机轴、电机前轴承、电机后轴承及旋变转子，电机轴的输出端设有外花键。
如图3所示，所述的驱动电机模块1的电机转子轴32采用空心轴设计，使用一体式冷旋锻制造，可以有效降低质量，提高刚度。
所述的电机腔和减速器腔之间通过油封34与电机转子轴32配合及电机转子轴32的碗形塞33形成密封隔离，防止减速器模块的齿轮油进入驱动电机模块。
如图9所示，所述的减速器模块2包括：输入轴总成23、中间轴总成25、差速器总成26、垫片21、导油槽20、导油嘴22和后壳体19，其中：驱动电机模块1与减速器模块2通过油封34和碗形塞33实现两个腔体的隔离以保证齿轮油不会流入驱动电机模块1，输入轴总成23的内孔设有与电机轴外花键啮合的内花键以实现将电机的扭矩传递到减速器模块2，输入轴总成23、中间轴总成25、差速器总成26通过齿轮相互啮合传递扭矩，并通过其两端的轴承分别设置于减速器外壳502及后壳体19内。
如图10所示，所述的控制器模块3通过螺栓固定设置于畸零空间内，有效降低了总成高度，减少总成体积，该控制器模块3包括：控制器壳体12及其控制器上盖板17、设置于控制器壳体12内部的薄膜电容模块13、水冷板组件14、IGBT模块15、控制板组件16、三相铜排18、转接铜排组件24及控制器上盖板17，其中：薄膜电容模块13通过螺栓紧固于控制器壳体12上，水冷板组件14位于薄膜电容模块13和IGBT模块15之间以实现同时对薄膜电容模块13和薄膜电容15的冷却，控制板组件16与IGBT模块15相连并设置于控制器壳体12上，转接铜排组件24与IGBT模块15相连，三相铜排18与转接排组件24相连。
如图12和图13所示，所述的转接铜排组件24具体通过螺栓与三相铜排18一端紧固连接，三相铜排18的另一端与电机定子总成6通过螺栓连接，通过三相铜排18实现了驱动电机模块1和控制器模块3的连接。
如图11所示，所述的控制板组件16包括：驱动电机控制单元1601及电驻车控制单元1602，其中：驱动电机控制单元1601与IGBT模块15通过排线连接；电驻车控制单元1602通过低压线束31与电驻车执行器4连接，从而实现一体式集成控制。
如图14和图15所示，所述的驱动电机模块1上进一步设有电驻车模块，该电驻车模块包括：电驻车执行器4及机械棘轮棘爪结构28，其中：机械棘轮棘爪结构28通过螺栓紧固于壳体外壳5的减速器外壳502内，驻车齿布置在减速器输入轴总成23上，电驻车执行器4通过螺栓紧固于减速器后壳体19上。
如图16至图20所示，所述的一体式冷却水道包括：控制器冷却水道和电机冷却水道和轴承冷却通道，其中：控制器冷却水道的输入端设有进水嘴27，电机冷却水道的输出端设有出水嘴29。
所述的控制器冷却水道包括：水冷板组件14和连接水管30，其中：进水嘴27通过螺栓紧固于水冷板组件14的进水端，连接水管30一端通过密封圈与水冷板组件14的出水端连接，另一端通过密封圈与电机冷却水道的进水口连接。
所述的电机冷却水道和轴承冷却通道包括内水套7与电机水道外壳501，其中：出水嘴29通过螺栓紧固于电机水道外壳501上。
如图16所示，本装置工作时，冷却液通过进水嘴27进入，首先流经水冷板组件14冷却薄膜电容模块13和IGBT模块15，再通过连接水管30进入电机冷却水道，如图18所示，在电机冷却水道的螺旋线内流动，实现对驱动电机模块1的冷却，如图19所示，冷却水从电机冷却水道流入轴承冷却通道，最后通过出水嘴29流出，如图20所示。
上述具体实施可由本领域技术人员在不背离本发明原理和宗旨的前提下以不同的方式对其进行局部调整，本发明的保护范围以权利要求书为准且不由上述具体实施所限，在其范围内的各个实现方案均受本发明之约束。

Claims (9)

  1. 一种三合一电驱动总成结构，其特征在于，包括：一体式主壳体及设置于其内部的驱动电机模块、减速器模块、控制器模块以及一体化冷却水道，其中：驱动电机模块与减速器模块之间通过花键连接，控制器模块与驱动电机模块通过三相铜排连接；
    所述的控制器模块包括：IGBT模块和与之相连的控制板组件；
    所述的控制板组件包括：驱动电机控制单元及电驻车控制单元，其中：驱动电机控制单元与IGBT模块通过排线连接；电驻车控制单元通过低压线束与电驻车执行器连接，从而实现集成控制。
  2. 根据权利要求1所述的三合一电驱动总成结构，其特征是，所述的一体化冷却水道包括：控制器冷却水道和与之相连的电机冷却水道、轴承冷却水道，冷却液依次流经控制器冷却水道、连接水管、电机冷却水道和轴承冷却水道实现对控制器模块及驱动电机模块及轴承的冷却。
  3. 根据权利要求1所述的三合一电驱动总成结构，其特征是，所述的一体式主壳体包括：壳体外壳、端盖组件和内水套，其中：壳体外壳与端盖组件相连且构成用于安装控制器模块的畸零空间。
  4. 根据权利要求3所述的三合一电驱动总成结构，其特征是，所述的壳体外壳包括：电机水道外壳和减速器外壳，其中：电机水道外壳和内水套形成用于安装驱动电机模块的电机腔，减速器外壳形成用于安装减速器模块齿轴和齿轮油的减速器腔，两个腔体之间通过油封与电机轴配合及电机转子轴的碗形塞形成密封隔离，用于连接驱动电机模块与减速器模块的花键位于减速器模块腔内并通过齿轮油润滑。
  5. 根据权利要求4所述的三合一电驱动总成结构，其特征是，所述的内水套的外壁上设置有螺旋线环绕的槽道；所述的电机水道外壳呈圆柱形。
  6. 根据权利要求1所述的三合一电驱动总成结构，其特征是，所述的减速器模块具体包括：输入轴总成、中间轴总成、差速器总成、垫片、导油槽、导油嘴和后壳体，其中：驱动电机模块与减速器模块通过油封实现两个腔体的隔离以保证齿轮油不会流入驱动电机模块，输入轴总成的内孔设有与电机轴外花键啮合的内花键以实现将电机的扭矩传递到减速器模块，输入 轴总成、中间轴总成、差速器总成通过齿轮相互啮合传递扭矩，并通过其两端的轴承分别设置于减速器外壳及后壳体内。
  7. 根据权利要求1所述的三合一电驱动总成结构，其特征是，所述的控制器模块具体包括：控制器壳体及其控制器上盖板、设置于控制器壳体内部的薄膜电容模块、水冷板组件、IGBT模块、控制板组件、三相铜排、转接铜排组件及控制器上盖板，其中：薄膜电容模块通过螺栓紧固于控制器壳体上，水冷板组件位于薄膜电容模块和IGBT模块之间以实现同时对薄膜电容模块和薄膜电容的冷却，控制板组件与IGBT模块相连并设置于控制器壳体上，转接铜排组件与IGBT模块相连，三相铜排与转接排组件相连。
  8. 根据权利要求1所述的三合一电驱动总成结构，其特征是，所述的驱动电机模块包括：设置于一体式主壳体的电机腔内的电机定子总成和电机转子总成，其中：电机定子总成通过热套的形式设置于内水套内部的圆柱形电机腔内；
    所述的电机转子总成包括：电机转子轴总成和硅钢片，其中：电机转子轴总成一端通过电机前轴承设置于壳体外壳内，另一端通过电机后轴承设置于端盖组件内；
    所述的电机转子轴总成包括电机轴、电机前轴承、电机后轴承及旋变转子，电机轴的输出端设有外花键；
    所述的驱动电机模块的电机转子轴采用空心轴设计，使用一体式冷旋锻制造，可以有效降低质量，提高刚度；
    所述的电机腔和减速器腔之间通过油封与电机转子轴配合及电机转子轴的碗形塞形成密封隔离，防止减速器模块的齿轮油进入驱动电机模块；
    所述的驱动电机模块上进一步设有电驻车模块，该电驻车模块包括：电驻车执行器及机械棘轮棘爪结构，其中：机械棘轮棘爪结构通过螺栓紧固于壳体外壳的减速器外壳内，驻车齿布置在减速器输入轴总成上，电驻车执行器通过螺栓紧固于减速器后壳体上。
  9. 根据权利要求1所述的三合一电驱动总成结构，其特征是，所述的一体式冷却水道包括：控制器冷却水道、电机冷却水道和轴承冷却通道，其中：控制器冷却水道的输入端设有进水嘴，电机冷却水道的输出端设有出水嘴；
    所述的控制器冷却水道包括：水冷板组件和连接水管，其中：进水嘴通过螺栓紧固于水冷板组件的进水端，连接水管一端通过密封圈与水冷板组件的出水端连接，另一端通过密封圈与电机冷却水道的进水口连接；
    所述的电机冷却水道包括内水套与电机水道外壳，其中：出水嘴通过螺栓紧固于电机水道 外壳上。
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