WO2022110058A1 - 电驱动总成及电动车 - Google Patents

电驱动总成及电动车 Download PDF

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Publication number
WO2022110058A1
WO2022110058A1 PCT/CN2020/132431 CN2020132431W WO2022110058A1 WO 2022110058 A1 WO2022110058 A1 WO 2022110058A1 CN 2020132431 W CN2020132431 W CN 2020132431W WO 2022110058 A1 WO2022110058 A1 WO 2022110058A1
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WO
WIPO (PCT)
Prior art keywords
bearing
drive assembly
electric drive
reducer
input shaft
Prior art date
Application number
PCT/CN2020/132431
Other languages
English (en)
French (fr)
Inventor
胡雄
钟虎
王鹏
Original Assignee
华为数字能源技术有限公司
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
Application filed by 华为数字能源技术有限公司 filed Critical 华为数字能源技术有限公司
Priority to CN202080106716.3A priority Critical patent/CN116490387A/zh
Priority to PCT/CN2020/132431 priority patent/WO2022110058A1/zh
Priority to EP20962948.4A priority patent/EP4194244B1/en
Publication of WO2022110058A1 publication Critical patent/WO2022110058A1/zh

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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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • 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
    • F16H57/033—Series gearboxes, e.g. gearboxes based on the same design being available in different sizes or gearboxes using a combination of several standardised units
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • 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
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/033—Series gearboxes, e.g. gearboxes based on the same design being available in different sizes or gearboxes using a combination of several standardised units
    • F16H2057/0335—Series transmissions of modular design, e.g. providing for different transmission ratios or power ranges

Definitions

  • the present application relates to the technical field of vehicles, and in particular, to an electric drive assembly and an electric vehicle.
  • the support forms of the input shaft of the electric drive assembly mainly include four-bearing, three-bearing and two-bearing support schemes.
  • the four-bearing support scheme two bearings are arranged on the input shaft of the motor, and two bearings are arranged on the input shaft of the reducer.
  • the four-bearing support scheme uses an extra high-speed bearing, resulting in higher costs and poorer spline alignment.
  • the input shaft of the reducer and the output shaft of the motor are each distributed with a bearing, which causes the bearing span to be too long and the deflection of the gear position is large, which is easy to cause problems such as NVH.
  • the neutrality and cost of the spline are better than those of the four-bearing, and the deflection of the gear is better than that of the two-bearing.
  • the intermediate bearing is positioned axially through a shoulder on the input shaft of the reducer, so that the electric drive assembly cannot be provided with a parking device.
  • Embodiments of the present application provide an electric drive assembly and an electric vehicle to be compatible with a parking device.
  • the present application provides an electric drive assembly, including a motor, a reducer, a first bearing, a second bearing, a third bearing, a first spacer, and a second spacer, the speed reducer reducer input shaft , the input shaft of the reducer includes a first end and a second end arranged oppositely, the motor shaft of the electric appliance, the motor shaft includes a third end and a fourth end arranged oppositely, and the third end is inserted in the The second end, the first bearing is sleeved on the first end, the second bearing is sleeved on the second end, the third bearing is sleeved on the fourth end, so The axial length of the first spacer is greater than the axial length of the second spacer, and if the input shaft of the reducer is not sleeved with a parking device, the first spacer is sleeved on the input shaft of the reducer.
  • the shaft is in contact with the end face of the second bearing facing the first bearing; when the input shaft sleeve of the reducer is provided with a parking device, the second spacer sleeve is sleeved on the input shaft of the reducer, The second spacer is located between the end face of the second bearing facing the first bearing and the parking device.
  • the input shaft of the reducer provided by the first aspect of the application is supported by the first bearing and the second bearing, and the motor shaft is supported by the third bearing.
  • the electric drive assembly supports the input shaft of the reducer and the motor shaft through three bearings , which is conducive to the miniaturization and lightweight development of the electric drive assembly.
  • the electric drive assembly is provided with a first spacer and a second spacer with different axial lengths.
  • the first spacer with a longer axial length is used when a parking device is not provided, and is used when a parking device is required.
  • the second spacer with a shorter axial length so that the electric drive assembly can be compatible with the situation that the parking device is not installed and the parking device is installed.
  • Manufacturers can choose the spacer according to their needs, which is convenient for the manufacture and assembly of electric vehicles .
  • the electric drive assembly further includes a positioning structure, the positioning structure is protrudingly disposed on the outer surface of the first end, the The positioning structure is in contact with the side of the first bearing facing the second bearing, and is used for axially positioning the first bearing.
  • the electric drive assembly further includes a first support member, and the speed reducer input shaft The first end of the bearing is penetrated through the first support member, the first bearing is set on the first support member, and the first support member is used to support the first bearing.
  • the first support member includes a first support portion and a protrusion disposed on the The first positioning portion on the inner surface of the first support portion
  • the first bearing includes a first outer ring and a first inner ring rotatably accommodated in the first outer ring, and the first end is penetrated through the first outer ring.
  • the first inner ring the side of the first outer ring facing away from the second bearing abuts against the first positioning portion, and the first positioning portion is used for axially positioning the first bearing.
  • the first bearing is arranged between the first positioning portion and the positioning structure, so as to reduce the floating of the first bearing in the axial direction, which is beneficial to reduce the NVH problem.
  • the electric drive assembly further includes a second support member, and the The second end of the input shaft of the reducer passes through the second support member, the second bearing is arranged on the second support member, and the second support member is used for supporting the second bearing.
  • the second support member includes a second support portion and a protrusion disposed on the The second positioning portion on the inner surface of the second support portion, the second bearing includes a second outer ring and a second inner ring rotatably accommodated in the second outer ring, and the second end is penetrated through the second outer ring.
  • the second inner ring, the side of the second outer ring facing away from the first bearing abuts against the second positioning part, and the second positioning part is used for axially positioning the first bearing.
  • the electric drive assembly further includes a third support member, and the The fourth end of the motor shaft passes through the third support member, and the third bearing is arranged on the third support member.
  • the third support member is used to support the third bearing.
  • the third support member includes a third support portion and a protrusion disposed on the The third positioning portion on the inner surface of the third support portion
  • the third bearing includes a third outer ring and a third inner ring rotatably accommodated in the third outer ring, and the fourth end is penetrated through the third outer ring.
  • the third inner ring, the electric drive assembly further includes an elastic member, the elastic member is connected between the side of the third outer ring facing away from the second bearing and the third positioning portion. The elastic member is used for pre-pressing the third bearing on the third support portion.
  • the second end is provided with a shaft hole in the axial direction, and the The third end is inserted into the shaft hole, and the electric drive assembly further includes a retaining spring, and the retaining spring is sandwiched between the inner surface of the shaft hole and the outer surface of the third end, and is used for Reduce the adverse effects (especially large shock loads) caused by the axial play of the motor shaft, further reducing the NVH problem.
  • the circlip can reduce the axial play of the motor shaft, the service life of the elastic member can be prolonged. Also, the circlip has a simple structure and is easy to assemble.
  • the inner surface of the shaft hole is provided with an internal spline, so External splines are arranged on the outer surface of the third end, and the internal splines are connected with the external splines to realize the spline connection between the second end and the third end to transmit torque.
  • a first groove is provided on the second end of the input shaft of the reducer and the outer surface of the third end of the motor shaft is provided with a second groove corresponding to the first groove, and the retaining spring is accommodated in the accommodating space formed by the first groove and the second groove.
  • the arrangement of the first groove and the second groove facilitates the assembly of the circlip.
  • the present application provides an electric vehicle, including the electric drive assembly described in the first aspect or the first to tenth possible implementation manners of the first aspect.
  • FIG. 1 is a structural block diagram of an electric vehicle provided by an embodiment of the present application.
  • FIG. 2 is a cross-sectional view of an electric drive assembly provided by an embodiment of the present application without a parking device;
  • FIG. 3 is a cross-sectional view of the electric drive assembly shown in FIG. 2 with a parking device;
  • FIG. 4 is a cross-sectional view of an electric drive assembly provided by another embodiment of the present application without a parking device;
  • FIG. 5 is a cross-sectional view of the electric drive assembly shown in FIG. 4 provided with a parking device.
  • the expression “and/or” includes any and all combinations of the associated listed words.
  • the expression “A and/or B” may include A, may include B, or may include both A and B.
  • expressions including ordinal numbers such as "first” and “second” may modify various elements.
  • such elements are not limited by the above expression.
  • the above expressions do not limit the order and/or importance of the elements.
  • the above expressions are only used to distinguish one element from another.
  • the first user equipment and the second user equipment indicate different user equipments, although the first user equipment and the second user equipment are both user equipments.
  • a first element could be termed a second element
  • a second element could be termed a first element, without departing from the scope of the present application.
  • the embodiments of the present application provide an electric drive assembly and an electric vehicle having the electric drive assembly.
  • the input shaft (reducer input shaft and motor shaft) of the electric drive assembly adopts a three-bearing support scheme and is compatible with a parking device. Conducive to the manufacture of electric vehicles.
  • electric vehicles include battery electric vehicles (BEV, Battery Electric Vehicle), hybrid electric vehicles (HEV, Hybrid Electric Vehicle) and plug-in hybrid electric vehicles (PHEV, Plug In Hybrid Electric Vehicle).
  • BEV Battery Electric Vehicle
  • HEV Hybrid Electric Vehicle
  • PHEV Plug In Hybrid Electric Vehicle
  • a battery electric vehicle includes an electric motor, wherein the energy source of the electric motor is a power battery.
  • the power battery of a battery electric vehicle can be recharged from an external grid.
  • the power battery of a battery electric vehicle is actually the only source of onboard energy for the vehicle's propulsion.
  • a hybrid electric vehicle includes an internal combustion engine and an electric motor, wherein the energy source of the engine is fuel, and the energy source of the electric motor is a power battery.
  • the engine is the main source of energy for vehicle propulsion
  • the power battery of a hybrid electric vehicle provides supplementary energy for vehicle propulsion (the power battery of a hybrid electric vehicle buffers fuel energy and restores kinetic energy in the form of electricity).
  • a plug-in hybrid electric vehicle differs from a hybrid electric vehicle in that the plug-in hybrid electric vehicle power battery has a larger capacity than the hybrid electric vehicle power battery, and the plug-in hybrid electric vehicle power battery can be regenerated from the grid. Charge.
  • the plug-in hybrid electric vehicle's power battery is the main source of energy for vehicle propulsion, until the plug-in hybrid electric vehicle power battery is depleted to a low energy level, at which time the plug-in hybrid electric vehicle is used for vehicle propulsion. that operates like a hybrid electric vehicle.
  • a battery electric vehicle is taken as an example to describe the structure of the electric vehicle.
  • the present application provides an electric vehicle 200 including a power supply system 201 , an electric drive assembly 100 , a vehicle controller 203 , a motor controller 204 , driving wheels 205 and an auxiliary system 207 .
  • the power system 201 includes a power battery 2011 , a battery management system 2013 and a charger 2015 .
  • the electric drive assembly 100 includes a motor 20 and a reducer 10 mechanically connected to the motor 20 .
  • the speed reducer 10 is also mechanically connected with the driving wheels 205 for transmitting the power source generated by the motor 20 to the driving wheels 205 to drive the electric vehicle 200 to travel.
  • Vehicle Control Unit (VCU, Vehicle Control Unit) 203 also called powertrain controller, is the core control component of the entire car, equivalent to the brain of the car. It collects accelerator pedal signals, brake pedal signals and other component signals, and after making corresponding judgments, controls the actions of the lower-level component controllers to drive the car to drive normally.
  • the main functions of the vehicle controller include: driving torque control, optimal control of braking energy, energy management of the vehicle, maintenance and management of CAN (Controller Area Network) network, fault detection Diagnosis and processing, vehicle status monitoring, etc., it plays a role in controlling the operation of the vehicle. Therefore, the quality of the vehicle controller directly determines the stability and safety of the vehicle.
  • the motor controller 204 is an integrated circuit that controls the motor 20 in the electric drive assembly 100 to work according to the set direction, speed, angle, and response time through active operation, and is connected to the vehicle controller 203 in communication.
  • the function of the motor controller 204 is to convert the electrical energy stored in the power battery 2011 into electrical energy required by the motor according to the gear, accelerator, brake and other commands, so as to control the start-up operation, advance and retreat speed of the electric vehicle 200 . , climbing strength and other driving states, or will help the electric vehicle 200 to brake, and store part of the braking energy in the power battery 2011 .
  • the motor (commonly known as “motor”) refers to an electromagnetic device that realizes the conversion or transmission of electrical energy according to the law of electromagnetic induction, and is electrically connected to the motor controller 204 and mechanically connected to the reducer 20 . Its main function is to generate driving torque as a power source for driving the wheels 205 . In some embodiments, the motor may also convert mechanical energy into electrical energy, ie, act as a generator.
  • the electric machine 20 may be a permanent magnet synchronous motor (PMSM, Permanent-Magnet Synchronous Motor) type electric machine.
  • the electric machine 20 may include a stator and a motor shaft, where the stator includes stator windings.
  • the motor shaft is rotatable about a central axis relative to the stator.
  • the motor can be controlled by passing a common sinusoidal current through the stator windings.
  • the magnitude and frequency of the current can be varied to control the torque and speed of the rotor.
  • the stator currents generate an electromagnetic field that interacts with the permanent magnets that are components of the rotor.
  • the electromagnetic field causes the motor shaft to rotate.
  • the motor 20 may be a three-phase motor. That is, the stator windings may include three separate phase windings. To control the motor, three-phase voltage waves or three-phase current waves are applied to the phase windings. The three-phase wave causes the signals of each phase to be separated by a phase difference of 120 degrees.
  • the power battery 2011 is electrically connected to the motor controller 204 for storing and providing electrical energy.
  • the power battery 2011 includes, but is not limited to, lead-acid batteries, lithium iron phosphate batteries, nickel-metal hydride batteries, nickel-cadmium batteries, and the like.
  • the power battery 2011 may also include a supercapacitor.
  • the battery management system 2013 is electrically connected with the power battery 2011 and is connected in communication with the vehicle controller 203 .
  • the battery management system 2013 is used to monitor and estimate the state of the power battery 2011 under different working conditions, so as to improve the utilization rate of the power battery 2011, prevent overcharge and overdischarge of the power battery 2011, and prolong the service life of the power battery 2011 .
  • the main functions of the battery management system 2013 may include: real-time monitoring of battery physical parameters; battery state estimation; online diagnosis and early warning; charge, discharge and pre-charge control; balance management and thermal management.
  • the charger 2015 is electrically connected to the power battery 2011 for connecting with an external power source to charge the power battery 2011 .
  • an external power source eg, a charging pile
  • the charger 2015 converts the alternating current provided by the external power source into direct current to charge the power battery 2011 .
  • the battery management system 2013 is also connected with the charger 2015 to monitor the charging process of the power battery 2011 .
  • the auxiliary system 207 includes a DC/DC converter 310 , an auxiliary battery 320 , a low voltage load 330 and a high voltage load 340 .
  • One end of the DC/DC converter 310 is connected to the power battery 2011 , and the other end is connected to the auxiliary battery 320 and the low-voltage load 330 respectively.
  • the DC/DC converter 310 is used to convert the high voltage (eg, 380V) output from the power battery 2011 into a low voltage (eg, 12V) and then charge the auxiliary battery 320 and supply power to the low-voltage load 330 .
  • low pressure loads 330 include low pressure automotive accessories such as cooling pumps, fans, heaters, power steering, brakes, and the like.
  • the auxiliary battery 320 can also supply power to the low-voltage load 330 .
  • the power battery 2011 is also connected to the high-voltage load 340 to supply power to the high-voltage load 340 .
  • high voltage loads 340 include PTC heaters and air conditioning units, among others.
  • the vehicle network may include multiple channels for communication.
  • One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN).
  • One of the channels of the vehicle network may include Ethernet as defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards.
  • Other channels of the vehicle network may include discrete connections between modules, and may include power signals from the auxiliary power battery 2011 .
  • Different signals can be transmitted over different channels of the vehicle network.
  • video signals may be transmitted over a high-speed channel (eg, Ethernet), while control signals may be transmitted over CAN or discrete signals.
  • the vehicle network may include any hardware and software components that assist in transferring signals and data between modules.
  • the vehicle network is not shown in FIG. 1 , but it may be implied that the vehicle network may be connected to any electronic module present in the electric vehicle 200 .
  • a vehicle controller 203 may be present to coordinate the operation of the various components.
  • the structures illustrated in the embodiments of the present application do not constitute a specific limitation on the electric vehicle 200 .
  • the electric vehicle 200 may include more or less components than shown, or combine some components, or separate some components, or arrange different components.
  • the illustrated components may be implemented in hardware, software, or a combination of software and hardware.
  • the electric drive assembly 100 further includes a first bearing 30 , a second bearing 40 , a third bearing 50 and a spacer 60 .
  • the reducer 10 has a reducer input shaft 13 .
  • the input shaft 13 of the reducer includes a first end 131 and a second end 133 which are disposed opposite to each other.
  • the motor 20 has a motor shaft 23 .
  • the motor shaft 23 includes a third end 231 and a fourth end 233 disposed opposite to each other.
  • the third end 231 is inserted into the second end 133 .
  • the first bearing 30 is sleeved on the first end 131 for supporting the first end 131 .
  • the second bearing 40 is sleeved on the second end 133 for supporting the second end 133 .
  • the third bearing 50 is sleeved on the fourth end 233 for supporting the fourth end 233 .
  • the spacer 60 is sleeved outside the input shaft 13 of the reducer and is in contact with the end face of the second bearing 40 close to the first bearing 30 for axially positioning the second bearing 40 , which facilitates the assembly of the electric drive assembly 100 .
  • the reducer input shaft 13 is supported by the first bearing 30 and the second bearing 40, and the motor shaft 23 is supported by the third bearing 50.
  • the electric drive assembly 100 supports the reducer input shaft 13 and
  • the motor shaft 23 is beneficial to the miniaturization and lightweight development of the electric drive assembly 100.
  • the reducer 20 also includes an output shaft (not shown), and the output shaft of the reducer 10 is connected to the driving wheel 205 for connecting the motor The power generated by 20 is transmitted to drive wheels 205 .
  • the spacer 60 includes a first spacer 61 and a second spacer 63 (as shown in FIG. 3 ).
  • the axial length of the first spacer 61 is greater than the axial length of the second spacer 63 .
  • the electric vehicle 200 further includes a parking device 300 sleeved on the input shaft 13 of the reducer, and the second spacer 63 is located between the parking device 300 and the second bearing 40 .
  • the parking device 300 is used to block the rotation of the input shaft 13 of the reducer, which can lock the input shaft 13 of the reducer to prevent slippage after the electric vehicle 200 is parked. ) for emergency braking.
  • the second end 133 of the input shaft 13 of the reducer is sleeved with the first spacer 61, that is, the use of the shaft The first spacer 61 with a longer length; and when the input shaft 13 of the reducer is sleeved with the parking device 300, the input shaft 13 of the reducer is sleeved with the second spacer 63, so that the electric drive assembly 100 can be Compatible with the case where the parking device 300 is provided and the case where the parking device 300 is not provided, manufacturers can choose the spacer according to their needs, which facilitates the manufacture and assembly of the electric vehicle 200 .
  • the second end 133 of the input shaft 13 of the reducer is provided with a shaft hole 1331 extending in the axial direction, and the inner surface of the shaft hole 1331 is provided with an internal spline (not shown).
  • External splines are provided on the outer surface of the third end 231 of the motor shaft 23, and the internal splines are connected with the external splines 1333 to realize the connection between the second end 133 of the input shaft 13 of the reducer and the motor shaft 23.
  • the third end 231 is splined to transmit torque.
  • the inner surface of the second end 133 of the reducer input shaft 13 includes a first cylindrical surface
  • the outer surface of the third end 231 of the motor shaft 23 includes a second cylindrical surface
  • the first cylindrical surface cooperates with the second cylindrical surface for radial positioning , the connection stability between the motor shaft 23 and the reducer input shaft 13 can also be improved.
  • the electric drive assembly 100 further includes a positioning structure 71 , the positioning structure 71 is protrudingly disposed on the outer surface of the first end 131 , the positioning structure 71 contacts with the side of the first bearing 30 facing the second bearing 40 , and the positioning structure 71 is used for The first bearing 30 is positioned axially.
  • the positioning structure 71 may be a shoulder that is protruded from the outer surface of the first end 131 .
  • the positioning structure 71 can also be a spacer or a sleeve.
  • the electric drive assembly 100 further includes a first support member 73 .
  • the first end 131 of the input shaft 13 of the reducer passes through the first support member 73 , and the first bearing 30 is disposed on the first support member 73 .
  • the first support member 73 supports the speed reducer 10 and the first bearing 30 .
  • the first support member 73 includes a first support portion 730 and a first positioning portion 731 protruding from the inner surface of the first support portion 730 .
  • the first bearing 30 includes a first outer ring 31 and a first inner ring 33 , and the first outer ring 31 is fixedly connected to the first support portion 730 .
  • the first inner ring 33 is rotatably accommodated in the first outer ring 31 .
  • the first end 131 passes through the first inner ring 33 .
  • the side of the first outer ring 31 facing away from the second bearing 40 abuts against the first positioning portion 731 .
  • the first positioning portion 731 is used for positioning the first bearing 30
  • the electric drive assembly 100 further includes a second support member 75 , the second end 133 of the input shaft 13 of the reducer is passed through the second support member 75 , and the second bearing 40 is disposed on the second support member 75 .
  • the second support member 75 supports the speed reducer 10 and the second bearing 40 .
  • the second support member 75 includes a second support portion 751 and a second positioning portion 753 protruding from the inner surface of the second support portion 751 .
  • the second positioning portion 751 is used for positioning the second bearing 40 .
  • the second bearing 40 includes a second outer ring 41 and a second inner ring 43 .
  • the second outer ring 41 is fixed to the second support portion 750 .
  • the second inner ring 43 is rotatably accommodated in the second outer ring 41 .
  • the second end 133 passes through the second inner ring 43 .
  • the side of the second outer ring 41 facing the first bearing 30 abuts against the second positioning portion 751 .
  • the electric drive assembly 100 also includes a third support member 77 for supporting the third bearing 50 .
  • the third support member 77 is provided with a third positioning portion 771 for positioning the third bearing 50 .
  • the third bearing 50 includes a third outer ring 51 and a third inner ring 53 , and the third outer ring 51 is fixed on the third support member 77 .
  • the third inner ring 53 is rotatably accommodated in the third outer ring 51 .
  • the fourth end 233 passes through the third inner ring 53 .
  • the electric drive assembly 100 further includes an elastic member 79 , and the elastic member 79 is connected between the side of the third outer ring 51 facing away from the second bearing 40 and the third positioning portion 771 .
  • the elastic member 79 is used to provide preloading of the third bearing 50 on the third support member 77 .
  • the electric drive assembly 100 further includes a circlip 81 .
  • the circlip 81 is sandwiched between the inner surface of the shaft hole 1331 of the second end 133 and the outer surface of the third end 231 , and is used for aligning the third end 231 of the motor shaft 23 .
  • Axial positioning is performed with the input shaft 13 of the reducer to reduce the adverse effects (especially large impact loads) caused by the axial movement of the motor shaft 23, and further reduce the NVH problem.
  • the retaining spring 81 can reduce the axial play of the motor shaft 23 , the service life of the elastic member 79 can be prolonged.
  • the circlip has a simple structure and is easy to assemble.
  • a first groove 1333 is formed on the second end 133 of the input shaft 13 of the reducer, and a second groove 2313 is formed on the outer surface of the third end 231 of the motor shaft 23 corresponding to the first groove 1331.
  • the retaining spring 81 is accommodated in the The first groove 1333 and the second groove 2313 together form the receiving space.
  • the arrangement of the first groove 1333 and the second groove 2313 facilitates the assembly of the retaining spring 81 .
  • the circlip 81 is a circular opening circlip.
  • FIG. 4 shows the speed reducer input when the electric drive assembly 100 does not need to be provided with a parking device on the input shaft 13 of the reducer.
  • the first spacer 61 is sleeved on the shaft 13 ;
  • FIG. 5 shows the second spacer 63 sleeved on the second end 133 of the reducer input shaft 13 when the reducer input shaft 13 is sleeved with the parking device 300 .

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

本申请提供一种电驱动总成及电动车。电驱动总成包括电机、减速器、第一轴承、第二轴承、第三轴承及隔套，所述减速器具减速器输入轴，所述减速器输入轴包括相对设置的第一端及第二端，所述电机具电机轴，所述电机轴包括相对设置的第三端及第四端，所述第三端插设于所述第二端，所述第一轴承套设于所述第一端，所述第二轴承套设于所述第二端上，所述第三轴承套设于所述第四端，所述隔套套设于所述减速器输入轴上并与所述第二轴承朝向所述第一轴承的端面接触，所述隔套用于对所述第二轴承进行轴向定位。

Description

电驱动总成及电动车 技术领域
本申请涉及车辆技术领域，尤其涉及一种电驱动总成及电动车。
背景技术
新能源行业中，电驱动总成输入轴的支撑形式主要有四轴承、三轴承及两轴承支撑方案。在四轴承支撑方案中，电机输入轴布置两个轴承，减速器输入轴布置两个轴承。然而，四轴承支撑方案多使用一个高速轴承，致使成本较高，且花键对中性较差。两轴承支撑方案中，减速器输入轴与电机输出轴各分布一个轴承，致使轴承跨距过长并齿轮位置的挠度较大，容易引起NVH等问题。三轴承支撑方案中，花键对中性及成本优于四轴承，齿轮的挠度优于两轴承。然而，现有的一种使用三轴承支撑方案的电驱动总成中，中间轴承通过减速器输入轴上的轴肩进行轴向定位，如此，使得电驱动总成不能设置驻车装置。
发明内容
本申请实施例提供了电驱动总成及电动车辆，以能够兼容驻车装置。
第一方面，本申请提供一种电驱动总成，包括电机、减速器、第一轴承、第二轴承、第三轴承、第一隔套及第二隔套，所述减速器具减速器输入轴，所述减速器输入轴包括相对设置的第一端及第二端，所述电机具电机轴，所述电机轴包括相对设置的第三端及第四端，所述第三端插设于所述第二端，所述第一轴承套设于所述第一端，所述第二轴承套设于所述第二端上，所述第三轴承套设于所述第四端，所述第一隔套的轴向长度大于所述第二隔套的轴向长度，所述减速器输入轴未套设驻车装置的情况下，所述第一隔套套设于所述减速器输入轴并与所述第二轴承朝向所述第一轴承的端面接触；所述减速器输入轴套设有驻车装置的情况下，所述第二隔套套设于所述减速器输入轴上，所述第二隔套位于所述第二轴承朝向所述第一轴承的端面与所述驻车装置之间。
本申请第一方面提供的减速器输入轴采用第一轴承与第二轴承支撑，电机轴采用第三轴承支撑，换而言之，电驱动总成通过三个轴承支撑减速器输入轴及电机轴，有利于电驱动总成的小型化及轻量化发展。电驱动总成设置有轴向长度不同的第一隔套及第二隔套，在不设置驻车装置的情况下使用轴向长度较长的第一隔套，在需设置驻车装置时使用较短轴向长度的第二隔套，如此，使电驱动总成能够兼容不设置驻车装置及设置驻车装置的情况，厂商们可根据需要选择隔套，方便了电动车的制造及组装。
根据第一方面，在第一方面的第一种可能的实现方式中，所述电驱动总成还包括定位结构，所述定位结构凸出设置于所述第一端的外表面上，所述定位结构与所述第一轴承朝向所述第二轴承的一侧接触，用于对第一轴承进行轴向定位。
根据第一方面或第一方面的第一种可能的实现方式，在第一方面的第二种可能的实现方式中，所述电驱动总成还包括第一支撑部件，所述减速器输入轴的第一端穿设于所述第一支撑部件，所述第一轴承设于所述第一支撑部件上，第一支撑部件用于支撑所述第一轴 承。
根据第一方面或第一方面的第一种至第二种可能的实现方式，在第一方面的第三种可能的实现方式中，所述第一支撑部件包括第一支撑部及凸设于所述第一支撑部内表面上的第一定位部，所述第一轴承包括第一外圈及转动收容于所述第一外圈内的第一内圈，所述第一端穿设于所述第一内圈，所述第一外圈背离所述第二轴承的一侧与所述第一定位部相抵持，第一定位部用于对第一轴承进行轴向定位。换而言之，第一轴承设于第一定位部与定位结构之间，减少第一轴承在轴向上的浮动，有利于减小NVH问题。
根据第一方面或第一方面的第一种至第三种可能的实现方式，在第一方面的第四种可能的实现方式中，所述电驱动总成还包括第二支撑部件，所述减速器输入轴的第二端穿设于所述第二支撑部件，所述第二轴承设于所述第二支撑部件上，第二支撑部件用于支撑所述第二轴承。
根据第一方面或第一方面的第一种至第四种可能的实现方式，在第一方面的第六种可能的实现方式中，所述第二支撑部件包括第二支撑部及凸设于所述第二支撑部内表面上的第二定位部，所述第二轴承包括第二外圈及转动收容于所述第二外圈内的第二内圈，所述第二端穿设于所述第二内圈，所述第二外圈背离所述第一轴承的一侧与所述第二定位部相抵持，第二定位部用于对第一轴承进行轴向定位。
根据第一方面或第一方面的第一种至第五种可能的实现方式，在第一方面的第六种可能的实现方式中，所述电驱动总成还包括第三支撑部件，所述电机轴的第四端穿设于所述第三支撑部件，所述第三轴承设于所述第三支撑部件上。第三支撑部件用于支撑所述第三轴承。
根据第一方面或第一方面的第一种至第六种可能的实现方式，在第一方面的第七种可能的实现方式中，所述第三支撑部件包括第三支撑部及凸设于所述第三支撑部内表面上的第三定位部，所述第三轴承包括第三外圈及转动收容于所述第三外圈内的第三内圈，所述第四端穿设于所述第三内圈，所述电驱动总成还包括弹性件，所述弹性件连接于所述第三外圈背离所述第二轴承的一侧与所述第三定位部之间。弹性件用于将第三轴承预压在第三支撑部上。
根据第一方面或第一方面的第一种至第七种可能的实现方式，在第一方面的第八种可能的实现方式中，所述第二端沿轴向设有轴孔，所述第三端插设于所述轴孔内，所述电驱动总成还包括卡簧，所述卡簧夹设于所述轴孔的内表面与所述第三端的外表面之间，用于减小在电机轴的轴向窜动带来的不利影响(特别是较大的冲击载荷)，进一步减小NVH问题。另外，由于卡簧能够减小在电机轴的轴向窜动，能够延长弹性件的使用寿命。还有，卡簧的结构简单，方便装配。
根据第一方面或第一方面的第一种至第八种可能的实现方式，在第一方面的第九种可能的实现方式中，所述轴孔的内表面上设有内花键，所述第三端的外表面上设有外花键，所述内花键与所述外花键连接，实现第二端与第三端花键连接，以传递扭矩。
根据第一方面或第一方面的第一种至第九种可能的实现方式，在第一方面的第十种可能的实现方式中，减速器输入轴的第二端上设有第一凹槽，电机轴的第三端的外表面上对应第一凹槽设有第二凹槽，卡簧收容于第一凹槽与第二凹槽共同组成的容纳空间内。第一 凹槽与第二凹槽的设置方便卡簧的组装。
第二方面，本申请提供一种电动车，包括第一方面或第一方面的第一种至第十种可能的实现方式所述的电驱动总成。
附图说明
图1为本申请一实施方式提供的电动车的结构框图；
图2为本申请一实施方式提供的电驱动总成在未设有驻车装置的剖视图；
图3为图2所示的电驱动总成设有驻车装置的剖视图；
图4为本申请另一实施方式提供的电驱动总成在未设有驻车装置的剖视图；
图5为图4所示的电驱动总成设有驻车装置的剖视图。
具体实施方式
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。
应当理解的是，可以在本申请中使用的诸如“包括”以及“可以包括”之类的表述表示所公开的功能、操作或构成要素的存在性，并且并不限制一个或多个附加功能、操作和构成要素。在本申请中，诸如“包括”和/或“具有”之类的术语可解释为表示特定特性、数目、操作、构成要素、组件或它们的组合，但是不可解释为将一个或多个其它特性、数目、操作、构成要素、组件或它们的组合的存在性或添加可能性排除在外。
此外，在本申请中，表述“和/或”包括关联列出的词语中的任意和所有组合。例如，表述“A和/或B”可以包括A，可以包括B，或者可以包括A和B这二者。
在本申请中，包含诸如“第一”和“第二”等的序数在内的表述可以修饰各要素。然而，这种要素不被上述表述限制。例如，上述表述并不限制要素的顺序和/或重要性。上述表述仅用于将一个要素与其它要素进行区分。例如，第一用户设备和第二用户设备指示不同的用户设备，尽管第一用户设备和第二用户设备都是用户设备。类似地，在不脱离本申请的范围的情况下，第一要素可以被称为第二要素，类似地，第二要素也可以被称为第一要素。
当组件被称作“连接”或“接入”其他组件时，应当理解的是：该组件不仅直接连接到或接入到其他组件，而且在该组件和其它组件之间还可以存在另一组件。另一方面，当组件被称作“直接连接”或“直接接入”其他组件的情况下，应该理解它们之间不存在组件。
本申请实施例提供一种电驱动总成及具电驱动总成的电动汽车，电驱动总成的输入轴(减速器输入轴与电机轴)采用三轴承支撑方案并能够兼容驻车装置，有利于电动车的制造。
其中，电动车包括电池电动汽车(BEV，Battery Electric Vehicle)、混合动力电动汽车(HEV，Hybrid Electric Vehicle)和插入式混合动力电动汽车(PHEV，Plug In Hybrid Electric Vehicle)。
电池电动汽车包括电动机，其中，电动机的能量来源是动力电池。电池电动汽车的动力电池可从外部电网再充电。电池电动汽车的动力电池实际上是用于汽车推进的车载能量的唯一来源。
混合动力电动汽车包括内燃引擎和电动机，其中，引擎的能量来源是燃料，电动机的能量来源是动力电池。引擎是用于汽车推进的能量的主要来源，混合动力电动汽车的动力电池提供用于汽车推进的补充能量(混合动力电动汽车的动力电池以电的形式缓冲燃料能量和恢复动能)。
插入式混合动力电动汽车与混合动力电动汽车的不同之处在于：插入式混合动力电动汽车动力电池具有比混合动力电动汽车动力电池更大的容量，插入式混合动力电动汽车动力电池可从电网再充电。插入式混合动力电动汽车的动力电池是用于汽车推进的能量的主要来源，直到插入式混合的动力电动汽车动力电池损耗到低能量水平，这时，插入式混合动力电动汽车如同用于汽车推进的混合动力电动汽车那样操作。
下面结合附图，对本申请的实施例进行描述。本申请实施例中，以电池电动汽车为例来对电动汽车的结构进行说明。
请参阅图1，本申请提供一种电动车200，包括电源系统201、电驱动总成100、整车控制器203、电机控制器204、驱动车轮205及辅助系统207。电源系统201包括动力电池2011、电池管理系统2013及充电器2015。电驱动总成100包括电机20及与电机20机械连接的减速器10。减速器10还与驱动车轮205机械连接，用于将电机20产生的动力源传递至驱动车轮205以驱动电动车200行驶。
整车控制器(VCU，Vehicle Control Unit)203，也叫动力总成控制器，是整个汽车的核心控制部件，相当于汽车的大脑。它采集加速踏板信号、制动踏板信号及其他部件信号，并做出相应判断后，控制下层的各部件控制器的动作，驱动汽车正常行驶。作为汽车的指挥管理中心，整车控制器主要功能包括：驱动力矩控制、制动能量的优化控制、整车的能量管理、CAN(Controller Area Network，控制器局域网)网络的维护和管理、故障的诊断和处理、车辆状态监视等，它起着控制车辆运行的作用。因此整车控制器的优劣直接决定了车辆的稳定性和安全性。
电机控制器204是通过主动工作来控制电驱动总成100中的电机20按照设定的方向、速度、角度、响应时间进行工作的集成电路，其与整车控制器203通信连接。在电动车200中，电机控制器204的功能是根据档位、油门、刹车等指令，将动力电池2011所存储的电能转化为电机所需的电能，来控制电动车200的启动运行、进退速度、爬坡力度等行驶状态，或者将帮助电动车200刹车，并将部分刹车能量存储到动力电池2011中。
电机(俗称“马达”)是指依据电磁感应定律实现电能转换或传递的一种电磁装置，其与电机控制器204电连接并与减速器20机械连接。它的主要作用是产生驱动转矩，作为驱动车轮205的动力源。一些实施例中，电机还可以将机械能转化为电能，即作为发电机使用。
具体地，电机20可以是永磁同步马达(PMSM，Permanent-Magnet Synchronous Motor)类型的电机。电机20可包括定子和电机轴，其中定子包括定子绕组。电机轴可相对于定子围绕中心轴线旋转。电机可通过使通用正弦电流流过定子绕组来被控制。电流的幅值和频 率可改变以控制转子的扭矩和转速。定子电流产生电磁场，电磁场与作为转子的部件的永磁体相互作用。电磁场使得电机轴旋转。
例如，电机20可以为三相电机。也就是说，定子绕组可包括三个分离的相绕组。为了控制电机，三相电压波或三相电流波被施加到相绕组。三相波使得每个相的信号按照120度的相位差分离。
动力电池2011与电机控制器204电连接，用于储存并提供电能。动力电池2011包括但不限于铅酸电池、磷酸铁锂电池、镍氢电池、镍镉电池等。一些实施例中，动力电池2011还可以包括超级电容器。
电池管理系统2013与动力电池2011电连接，并与整车控制器203通信连接。电池管理系统2013用于对动力电池2011在不同工况下的状态进行监测和估算，以提高动力电池2011的利用率，防止动力电池2011出现过充电和过放电，从而延长动力电池2011的使用寿命。具体地，电池管理系统2013的主要功能可包括：电池物理参数实时监测；电池状态估计；在线诊断与预警；充、放电与预充控制；均衡管理和热管理等。
充电器2015与动力电池2011电连接，用于与外部电源连接以为动力电池2011充电。具体地，当电动车200与外部电源(如充电桩)连接时，充电器2015将外部电源提供的交流电转换为直流电以为动力电池2011进行充电。此外，电池管理系统2013还与充电器2015连接，以对动力电池2011充电过程进行监控。
辅助系统207包括DC/DC转换器310、辅助电池320、低压负载330及高压负载340。DC/DC转换器310的一端与动力电池2011连接，另一端分别与辅助电池320及低压负载330相连。DC/DC转换器310用于将动力电池2011输出的高压(如380V)转换成低压(如12V)后为辅助电池320充电以及为低压负载330供电。一些实施方式中，低压负载330包括低压汽车附件，例如冷却泵、风扇、加热器、动力转向装置、制动器等。当然，辅助电池320也可以为低压负载330供电。另外，动力电池2011还与高压负载340连接，以为高压负载340供电。一些实施方式中，高压负载340包括PTC加热器和空调单元等。
需要说明的是，电动车200中的电子模块可经由一个或更多个车辆网络进行通信。车辆网络可包括多个用于通信的信道。车辆网络的一个信道可以是诸如控制器局域网(Controller Area Network，CAN)的串行总线。车辆网络的信道中的一个可包括由电气与电子工程师协会(IEEE)802标准族定义的以太网。车辆网络的其它信道可包括模块之间的离散连接，并且可包括来自辅助动力电池2011的电力信号。不同的信号可通过车辆网络的不同信道进行传输。例如，视频信号可通过高速信道(例如，以太网)进行传输，而控制信号可通过CAN或离散信号进行传输。车辆网络可包括协助在模块之间传输信号和数据的任意硬件组件和软件组件。车辆网络在图1中未示出，但可隐含的是，车辆网络可连接到存在于电动车200中的任何电子模块。例如，可存在整车控制器203以协调各个组件的操作。
可以理解的是，本申请实施例示意的结构并不构成对电动车200的具体限定。在本申请另一些实施例中，电动车200可以包括比图示更多或更少的部件，或者组合某些部件，或者拆分某些部件，或者不同的部件布置。图示的部件可以以硬件，软件或软件和硬件的组合实现。
请参阅图2，电驱动总成100还包括第一轴承30、第二轴承40、第三轴承50及隔套60。减速器10具减速器输入轴13。减速器输入轴13包括相对设置的第一端131及第二端133。电机20具电机轴23。电机轴23包括相对设置的第三端231及第四端233。第三端231插设于第二端133。第一轴承30套设于第一端131，用于支撑第一端131。第二轴承40套设于第二端133上，用于支撑第二端133。第三轴承50套设于第四端233，用于支撑第四端233。隔套60套设于减速器输入轴13外并与第二轴承40靠近第一轴承30的端面接触，用于对第二轴承40进行轴向定位，方便了电驱动总成100的组装。另外，减速器输入轴13采用第一轴承30与第二轴承40支撑，电机轴23采用第三轴承50支撑，换而言之，电驱动总成100通过三个轴承支撑减速器输入轴13及电机轴23，有利于电驱动总成100的小型化及轻量化发展可以理解，减速器20还包括输出轴(图未示)，减速器10的输出轴与驱动车轮205连接，用于将电机20产生的动力传递至驱动车轮205。
其中，隔套60包括第一隔套61及第二隔套63(如图3所示)，第一隔套61的轴向长度大于第二隔套63的轴向长度。在电动车200的减速器输入轴13未设置驻车装置情况下，第一隔套61套设于减速器输入轴13上并与第二轴承40靠近第一轴承30的端面接触。
请参阅图3，电动车200还包括套设于减速器输入轴13上的驻车装置300，第二隔套63位于驻车装置300与第二轴承40之间。驻车装置300用于阻挠减速器输入轴13转动，即可抱死减速器输入轴13，实现在电动车200停车后防止滑溜，亦在紧急情况下，可配合行车制动装置(图未示)进行紧急制动。
本申请实施方式提供的电驱动总成100，在减速器输入轴13上不需设置驻车装置300时，减速器输入轴13的第二端133套设有第一隔套61，即使用轴向长度较长的第一隔套61；而在减速器输入轴13套设有驻车装置300的情况下，减速器输入轴13套设第二隔套63，如此，电驱动总成100能够兼容设置驻车装置300的情况及不设置驻车装置300的情况，厂商们可根据需要选择隔套，方便了电动车200的制造及组装。
请再次参阅图2，减速器输入轴13的第二端133设有沿轴向延伸的轴孔1331，轴孔1331的内表面上设有内花键(图未示)。电机轴23的第三端231的外表面上设有外花键(图未示)，内花键与外花键1333配合连接，实现减速器输入轴13的第二端133与电机轴23的第三端231花键连接，以传递扭矩。减速器输入轴13的第二端133的内表面包括第一圆柱面，电机轴23的第三端231的外表面包括第二圆柱面，第一圆柱面与第二圆柱面相配合进行径向定位，亦能提高电机轴23与减速器输入轴13之间的连接稳定性。
电驱动总成100还包括定位结构71，定位结构71凸出设置于第一端131的外表面上，定位结构71与第一轴承30朝向第二轴承40的一侧接触，定位结构71用于对第一轴承30进行轴向定位。定位结构71可以为凸出设置于第一端131外表面上的轴肩。定位结构71还可以为隔套或套筒。
电驱动总成100还包括第一支撑部件73，减速器输入轴13的第一端131穿设于第一支撑部件73，第一轴承30设于第一支撑部件73上。第一支撑部件73用于支撑减速器10及第一轴承30。第一支撑部件73包括第一支撑部730及凸设于第一支撑部730内表面上的第一定位部731。第一轴承30包括第一外圈31与第一内圈33，第一外圈31与第一支撑部730固定连接。第一内圈33转动收容于第一外圈31内。第一端131穿设于第一内圈33。 第一外圈31背离第二轴承40的一侧与第一定位部731相抵持。第一定位部731用于对第一轴承30进行定位。
电驱动总成100还包括第二支撑部件75，减速器输入轴13的第二端133穿设于第二支撑部件75，第二轴承40设于第二支撑部件75上。第二支撑部件75用于支撑减速器10及第二轴承40。第二支撑部件75包括第二支撑部751及凸设于第二支撑部751内表面上的第二定位部753。第二定位部751用于对第二轴承40进行定位。第二轴承40包括第二外圈41与第二内圈43。第二外圈41固定于第二支撑部750。第二内圈43转动收容于第二外圈41内。第二端133穿设于第二内圈43。第二外圈41朝向第一轴承30的一侧与第二定位部751相抵持。
电驱动总成100还包括第三支撑部件77，用于支撑第三轴承50。第三支撑部件77上设有第三定位部771，用于对第三轴承50进行定位。第三轴承50包括第三外圈51与第三内圈53，第三外圈51固定于第三支撑部件77上。第三内圈53转动收容于第三外圈51内。第四端233穿设于第三内圈53。
电驱动总成100还包括弹性件79，弹性件79连接于第三外圈51背离第二轴承40的一侧与第三定位部771之间。弹性件79用于提供将第三轴承50预压在第三支撑部件77上。
电驱动总成100还包括卡簧81，卡簧81夹设于第二端133的轴孔1331的内表面与第三端231的外表面之间，用于对电机轴23的第三端231与减速器输入轴13进行轴向定位，以减小在电机轴23的轴向窜动带来的不利影响(特别是较大的冲击载荷)，进一步减小NVH问题。另外，由于卡簧81能够减小在电机轴23的轴向窜动，从而能够延长弹性件79的使用寿命。还有，卡簧的结构简单，方便装配。
减速器输入轴13的第二端133上设有第一凹槽1333，电机轴23的第三端231的外表面上对应第一凹槽1331设有第二凹槽2313，卡簧81收容于第一凹槽1333与第二凹槽2313共同组成的容纳空间内。第一凹槽1333与第二凹槽2313的设置方便卡簧81的组装。本实施方式中，卡簧81为圆形开口卡簧。
可以理解，电驱动总成100可以省略卡簧81，请参阅图4与图5，其中，图4为电驱动总成100在减速器输入轴13上不需设置驻车装置时，减速器输入轴13套设有第一隔套61的示意图；图5为减速器输入轴13套设有驻车装置300的情况下，减速器输入轴13的第二端133套设第二隔套63。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (11)

  1. 一种电驱动总成，其特征在于，包括电机、减速器、第一轴承、第二轴承、第三轴承、第一隔套及第二隔套，所述减速器具减速器输入轴，所述减速器输入轴包括相对设置的第一端及第二端，所述电机具电机轴，所述电机轴包括相对设置的第三端及第四端，所述第三端插设于所述第二端，所述第一轴承套设于所述第一端，所述第二轴承套设于所述第二端上，所述第三轴承套设于所述第四端，所述第一隔套的轴向长度大于所述第二隔套的轴向长度，
    所述减速器输入轴未套设驻车装置的情况下，所述第一隔套套设于所述减速器输入轴并与所述第二轴承朝向所述第一轴承的端面接触；
    所述减速器输入轴套设有驻车装置的情况下，所述第二隔套套设于所述减速器输入轴上，所述第二隔套位于所述第二轴承朝向所述第一轴承的端面与所述驻车装置之间。
  2. 根据权利要求1所述的电驱动总成，其特征在于，所述电驱动总成还包括定位结构，所述定位结构凸出设置于所述第一端的外表面上，所述定位结构与所述第一轴承朝向所述第二轴承的一侧接触。
  3. 根据权利要求2所述的电驱动总成，其特征在于，所述电驱动总成还包括第一支撑部件，所述减速器输入轴的第一端穿设于所述第一支撑部件，所述第一轴承设于所述第一支撑部件上。
  4. 根据权利要求3所述的电驱动总成，其特征在于，所述第一支撑部件包括第一支撑部及凸设于所述第一支撑部内表面上的第一定位部，
    所述第一轴承包括第一外圈及转动收容于所述第一外圈内的第一内圈，所述第一端穿设于所述第一内圈，所述第一外圈背离所述第二轴承的一侧与所述第一定位部相抵持。
  5. 根据权利要求1-4任意一项所述的电驱动总成，其特征在于，所述电驱动总成还包括第二支撑部件，所述减速器输入轴的第二端穿设于所述第二支撑部件，所述第二轴承设于所述第二支撑部件上。
  6. 根据权利要求5所述的电驱动总成，其特征在于，所述第二支撑部件包括第二支撑部及凸设于所述第二支撑部内表面上的第二定位部，
    所述第二轴承包括第二外圈及转动收容于所述第二外圈内的第二内圈，所述第二端穿设于所述第二内圈，所述第二外圈背离所述第一轴承的一侧与所述第二定位部相抵持。
  7. 根据权利要求1-6任意一项所述的电驱动总成，其特征在于，所述电驱动总成还包括第三支撑部件，所述电机轴的第四端穿设于所述第三支撑部件，所述第三轴承设于所述第三支撑部件上。
  8. 根据权利要求7所述的电驱动总成，其特征在于，所述第三支撑部件包括第三支撑部及凸设于所述第三支撑部内表面上的第三定位部，
    所述第三轴承包括第三外圈及转动收容于所述第三外圈内的第三内圈，所述第四端穿设于所述第三内圈，所述电驱动总成还包括弹性件，所述弹性件连接于所述第三外圈背离所述第二轴承的一侧与所述第三定位部之间。
  9. 根据权利要求8所述的电驱动总成，其特征在于，所述第二端沿轴向设有轴孔，所述第三端插设于所述轴孔内，所述电驱动总成还包括卡簧，所述卡簧夹设于所述轴孔的内表面与所述第三端的外表面之间。
  10. 根据权利要求9所述的电驱动总成，其特征在于，所述轴孔的内表面上设有内花键，所述第三端的外表面上设有外花键，所述内花键与所述外花键连接。
  11. 一种电动车，其特征在于，包括根据权利要求1-10项任意一项所述的电驱动总成。
PCT/CN2020/132431 2020-11-27 2020-11-27 电驱动总成及电动车 WO2022110058A1 (zh)

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