WO2022262429A1 - 电驱动总成及车辆 - Google Patents

电驱动总成及车辆 Download PDF

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Publication number
WO2022262429A1
WO2022262429A1 PCT/CN2022/089157 CN2022089157W WO2022262429A1 WO 2022262429 A1 WO2022262429 A1 WO 2022262429A1 CN 2022089157 W CN2022089157 W CN 2022089157W WO 2022262429 A1 WO2022262429 A1 WO 2022262429A1
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WIPO (PCT)
Prior art keywords
electric drive
drive assembly
rotor
support bearing
reducer
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PCT/CN2022/089157
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English (en)
French (fr)
Inventor
赵慧超
李全
李锋勇
侯毅鹏
胡波
贺红伟
刘佳男
林展汐
苏瑞涛
唐佩伦
Original Assignee
中国第一汽车股份有限公司
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Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2022262429A1 publication Critical patent/WO2022262429A1/zh

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    • 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
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing

Definitions

  • the present application relates to the technical field of electric drive systems, for example, to an electric drive assembly and a vehicle.
  • the electric drive system With the development of new energy vehicles, the electric drive system is developing in the direction of high speed, miniaturization, and high efficiency. Its structure is more compact and its cost requirements are higher. With the transformation of automobile electrification and the gradual development of hybrid and pure electric vehicles, the rear axle, as an auxiliary drive system, is often the best choice to improve the power of the vehicle. In order to ensure the comfort of the rear space of small and medium-sized passenger cars, the layout space of the rear drive is limited in the height direction and the axial space, which poses a greater challenge to the layout of the rear axle.
  • Some schemes adopt the integration of the motor and the reducer, and the separate arrangement of the inverter, which increases the connection of high and low voltage wiring harnesses and water pipes, and increases the complexity, resulting in high costs and difficult maintenance.
  • Some rear bridge solutions integrate the motor, inverter and reducer, which improves the system integration through mechanical connection.
  • the motor is mostly arranged in the center, and the reducer and inverter are respectively installed at both ends of the motor.
  • the motor and inverter are biased to one side of the vehicle, the weight distribution is uneven, the space layout is limited, and the center of gravity shifts, resulting in a decrease in vehicle handling.
  • This application proposes an electric drive assembly and a vehicle, which can meet the requirements of a reasonable distribution of the center of mass of the assembly in the vehicle, reduce the transition of the intermediate shaft, and improve the handling of the vehicle under the limitation of the space layout of the sub-frame of the rear axle.
  • an electric drive assembly including: a reducer, the reducer includes a reducer housing, an input shaft arranged in the reducer housing, an intermediate shaft system and a differential, the input Shaft, the intermediate shaft system and the transmission connection of the differential; the driving motor, the driving motor includes a motor housing and a rotor assembly rotatably arranged in the motor housing, and the motor housing is fixed Set on one side of the reducer housing, the rotor assembly includes a rotor assembly and a rotor shaft, the rotor assembly is in interference connection with the rotor shaft and the rotor shaft extends out of the motor housing, The rotor shaft is inserted into the input shaft and connected to the input shaft in transmission; and an inverter, the inverter is fixedly arranged on the opposite side of the speed reducer to the drive motor.
  • One embodiment provides a vehicle, including a subframe, two half shafts, and the above-mentioned electric drive assembly, the electric drive assembly is fixedly arranged on the subframe, and the speed reducer also includes a differential The two half shafts are drive connected to the two ends of the differential respectively.
  • Fig. 1 is a cross-sectional view of an electric drive assembly provided by an embodiment of the present application
  • Fig. 2 is a sectional view of a rotor shaft and an input shaft provided by an embodiment of the present application;
  • Fig. 3 is an exploded view of an inverter provided by an embodiment of the present application.
  • Fig. 4 is a schematic structural diagram of a stator assembly and an electronic control module provided by an embodiment of the present application
  • Fig. 5 is a schematic structural diagram of an inverter cooling cavity provided by an embodiment of the present application.
  • Fig. 6 is a partial enlarged view of place A in Fig. 1 of the present application.
  • Fig. 7 is a schematic structural view of the oil retaining rib of the reducer provided by an embodiment of the present application.
  • Fig. 8 is a schematic structural view of a complete vehicle equipped with an electric drive assembly provided by an embodiment of the present application.
  • the terms “mounted”, “connected”, “connected” and “fixed” should be interpreted in a broad sense, for example, it may be a fixed connection or a detachable connection; it may be a mechanical connection, or It can be an electrical connection; it can be a direct connection, or an indirect connection through an intermediary, and it can be an internal communication between two elements or an interaction relationship between two elements.
  • the terms “mounted”, “connected”, “connected” and “fixed” should be interpreted in a broad sense, for example, it may be a fixed connection or a detachable connection; it may be a mechanical connection, or It can be an electrical connection; it can be a direct connection, or an indirect connection through an intermediary, and it can be an internal communication between two elements or an interaction relationship between two elements.
  • a first feature being "on” or “under” a second feature may include that the first feature is in direct contact with the second feature, and may also include that the first feature and the second feature are not in direct contact. Rather, through additional characteristic contacts between them.
  • “above”, “above” and “above” the first feature on the second feature include that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.
  • "Below”, “beneath” and “under” the first feature to the second feature include that the first feature is directly below and obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.
  • the electric drive assembly includes a reducer 1 , a drive motor 2 and an inverter 3 .
  • the reducer 1 includes a reducer housing 11, an input shaft 12 rotatably arranged in the reducer housing 11, an intermediate shaft system 16, and a differential 15, and the input shaft 12, the intermediate shaft system 16 and the differential 15 are connected in transmission.
  • the driving motor 2 includes a motor housing 21 and a rotor assembly 22 rotatably disposed in the motor housing 21.
  • the motor housing 21 is fixedly disposed on one side of the reducer housing 11, and the rotor assembly 22 includes a rotor assembly 221 and the rotor shaft 222 , the rotor assembly 221 is in interference connection with the rotor shaft 222 and the rotor shaft 222 extends out of the motor housing 21 , and the rotor shaft 222 is inserted into the input shaft 12 and connected with the input shaft 12 in transmission.
  • the inverter 3 is fixedly installed on the opposite side of the reducer 1 and the driving motor 2. The inverter 3 can convert the direct current provided by the power battery into a constant frequency and constant voltage or frequency modulation and voltage modulation alternating current, so that the driving motor 2 can operate normally. working device.
  • the electric drive assembly integrates the drive motor 2, the reducer 1 and the inverter 3, and the reducer 1 is arranged in the center, which can reduce the intermediate shaft support structure under the layout of the whole vehicle, and reduce the weight and cost of the whole vehicle. And because the reducer 1 is arranged in the center, when the electric drive assembly is loaded, when the reducer 1 is arranged in the center, the drive motor 2 and the inverter 3 at both ends are in a balanced state, reducing the center of mass offset and greatly improving The handling and stability of the vehicle.
  • the reducer 1 is driven by a parallel shaft system, which has the advantages of small return clearance and high transmission efficiency, and can effectively reduce the energy consumption of the whole vehicle.
  • the drive motor 2, the reducer 1 and the inverter 3 are fixed to each other by bolts, which is convenient for disassembly and maintenance.
  • the electric drive assembly also includes a first support bearing 13, a second support bearing 14 and a third support bearing 223, the first support bearing 13 is sleeved on the input shaft 12 and the rotor One end of the shaft 222 is inserted, the second support bearing 14 is sleeved on the end of the input shaft 12 away from the first support bearing 13 , and the third support bearing 223 is sleeved on the end of the rotor shaft 222 away from the first support bearing 13 .
  • the electric drive assembly adopts three support bearing schemes.
  • the first support bearing 13 is used to support and fix the input shaft 12 and the rotor shaft 222 at the same time.
  • the use of one support bearing is reduced, and the axial The size saves space, while reducing weight and cost. It can be understood that the first support bearing 13 and the second support bearing 14 are in interference fit with the input shaft 12 , and the third support bearing 223 is in interference fit with the rotor shaft 222 .
  • the part where the rotor shaft 222 is inserted into the input shaft 12 is provided with a plurality of annular grooves, and each annular groove is respectively provided with a sealing ring, and an oil seal 116 is provided between the input shaft 12 and the reducer housing 11, The oil seal 116 and the sealing ring can prevent the lubricating oil in the reducer 1 from leaking into the drive motor 2 .
  • the electric drive assembly further includes an elastic washer 224, the first end of the elastic washer 224 abuts against the motor housing, and the second end of the elastic washer 224 abuts against the third support bearing 223 to generate an axial pre-tightening force .
  • the axial pretightening force generated by the elastic washer 224 can reduce the vibration noise of the third supporting bearing 223 and the rotor shaft 222 and compensate the axial movement of the rotor shaft 222 .
  • the inverter 3 includes an electric control module 33
  • the drive motor 2 also includes a stator assembly 23, and the stator assembly 23 includes a connecting busbar 231, and the connecting busbar 231 communicates with the busbar assembly 232.
  • the electric control module 33 is connected. Use the connecting busbar 231 to lead out the coil of the stator assembly, and connect it to the electric control module 33 through the busbar assembly 232. Since the connecting busbar 231 and the busbar assembly 232 are very hard and not easily deformed, the difficulty of assembly is reduced, and the It will cross each other to form interference, simplify the internal circuit structure, and facilitate assembly and maintenance. At the same time, because each individual cable connecting the busbar 231 and the busbar assembly 232 has a larger cross-sectional area, it can carry a larger current during use without excessive heat, which improves safety.
  • the inverter 3 also includes an end cover 36, a control substrate 37, a control shielding plate 38, and a main box body 31.
  • the end cover 36 and the main box body 31 are fixedly connected by bolts to form a closed cavity, and the control substrate 37 , the control shielding plate 38 and the electric control module 33 are sequentially arranged in the main box body 31 .
  • the control shielding plate 38 can shield electromagnetic waves, so that the electromagnetic waves generated by the control substrate 37 and the electric control module 33 will not interfere with each other, ensuring that the control substrate 37 and the electric control module 33 can operate normally and independently.
  • the inverter 3 further includes a high-voltage connector 35 and a filter magnetic ring 34 , and the high-voltage connector 35 is connected to an electric control module 33 to supply power to the driving motor 2 .
  • the form of connector is used for easy plugging and unplugging, which is convenient for installation and disassembly.
  • the filter magnetic ring 34 is sleeved on the high-voltage connector 35.
  • the filter magnetic ring 34 can handle harmonic interference, suppress high-frequency interference and spike interference on the high-voltage connector 35, and it also has the ability to absorb electrostatic discharge pulse interference.
  • the inverter 3 also includes a low-voltage connector 39 .
  • the main box 31 is also provided with a vent plug.
  • the inverter 3 includes a cooling cover plate 32 , and a first cooling water channel is arranged inside the main box 31 .
  • the cooling cover plate 32 is fixedly connected with the main box body 31, and forms a cooling cavity with the main box body 31.
  • the cooling cover plate 32 is provided with a water inlet pipe 321 and an outlet pipe 322, and the water inlet pipe 321 is connected to the first cooling chamber.
  • the water inlet 323 of the water channel is connected, and the water outlet pipe 322 is connected with the water outlet 324 of the first cooling water channel.
  • the main box body 31 and the cover plate are welded and fixed.
  • the main box body 31 and the cover plate 32 adopt friction stir welding.
  • the cooling water After the cooling water flows into the water inlet pipe 321, it enters the cooling chamber and cools down the components in contact with the cooling chamber. Therefore, it is necessary to set guide ribs according to heat dissipation requirements and flow resistance requirements. Afterwards, the cooling water enters the water inlet 323 of the first cooling water channel to cool down the components inside the main box 31 . Then it flows out from the water outlet 324 and flows into the water outlet pipe 322 .
  • the reducer casing 11 includes a first casing 111, a second casing 112, and a second cooling water passage 113 passing through the first casing 111 and the second casing 112, and the outlet pipe 322 extends into the second casing.
  • Cooling water passage 113, and a first sealing member 3221 is provided between the outlet pipe 322 and the second cooling water passage 113, and a second sealing member 114 is provided around the second cooling water passage 113 between the first housing 111 and the second housing 112 .
  • a second sealing member 114 needs to be arranged around the junction of the first housing 111 and the second housing 112 at the second cooling water channel 113 .
  • the second sealing member 114 is a sealing ring, and a groove is provided around the second cooling water channel 113 in the first housing 111 or the second housing 112, and the groove is used for installing the second sealing member 114.
  • the first housing 111 is fixedly connected to the second housing 112 by bolts.
  • a first sealing member 3221 is provided between the water outlet pipe 322 and the second cooling water channel 113 .
  • the first sealing member 3221 is a sealing ring.
  • the motor casing 21 of the driving motor 2 is provided with a third cooling waterway, the third cooling waterway communicates with the second cooling waterway 113, and the motor casing 21 and the second casing 112 are connected by a sealing steel Pad 24 seals the connection.
  • an intermediate shaft system 16 is arranged inside the reducer 1 , and the intermediate shaft system 16 is in transmission connection with the input shaft 12 to reduce and output the high speed of the driving motor 2 .
  • the reducer 1 When the reducer 1 is running, the lubricating oil will be stirred and splashed. In order to speed up the cooling of the lubricating oil, as shown in FIG. .
  • the arrow in FIG. 7 is the path where the lubricating oil is stirred and splashed, and the oil retaining ribs 115 can guide the stirred and splashed lubricating oil to the shell near the second cooling waterway 113 to increase the heat exchange efficiency.
  • This embodiment also provides a vehicle.
  • the vehicle includes a subframe 4, two half shafts 5, and the above-mentioned electric drive assembly, and the electric drive assembly is fixedly arranged on the subframe 4.
  • the speed reducer 1 also includes a differential 15, and the two half shafts 5 are drive-connected to both ends of the differential 15, respectively.
  • the electric drive assembly is fixedly connected with the sub-frame 4, and the differential 15 can make the driving wheels rotate at different speeds. Side drive wheels for pure rolling motion.
  • the two axle shafts 5 are arranged at both ends of the differential 15, and the electric drive assembly has a T-shaped structure with the differential 15 as the center, and is evenly distributed on the left and right, meeting the maneuverability requirements of the vehicle.

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

Abstract

一种电驱动总成及车辆，该电驱动总成包括减速器（1）、驱动电机（2）及逆变器（3），减速器（1）包括减速器壳体（11）以及设置于所述减速器壳体（11）内的输入轴（12）、中间轴系（16）及差速器（15），所述输入轴（12）、所述中间轴系（16）及所述差速器（15）传动连接；驱动电机（2）包括电机壳体（21）及转动设置于所述电机壳体（21）内的转子总成（22），所述电机壳体（21）固定设置于所述减速器壳体（11）的一侧，所述转子总成（22）包括转子组件（221）及转子轴（222），所述转子组件（221）与所述转子轴（222）过盈连接且所述转子轴（222）伸出所述电机壳体（21），所述转子轴（222）插入所述输入轴（12）并与所述输入轴（12）传动连接；逆变器（3）固定设置于所述减速器（1）与所述驱动电机（2）相对的一侧。

Description

电驱动总成及车辆
本申请要求申请日为2021年6月18日、申请号为202110678084.4的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及电驱系统技术领域，例如涉及一种电驱动总成及车辆。
背景技术
随着新能源汽车的发展，电驱系统向高速化、小型化、高效率方向发展，其结构更加紧凑，对成本要求更高。随着汽车电气化转型，逐步向混动及纯电动方向发展，后电桥作为辅助驱动系统往往承担着提高整车动力性的最优选择。为保证中小型乘用车后排空间的舒适性，后驱布置空间在高度方向、轴向空间受限，因此对后电桥的布置提出了更大的挑战。
一些方案采用了电机与减速器集成、逆变器单独布置，增加了高低压线束及水管的连接，提高了复杂性，导致成本居高不下，且维护困难。而部分后电桥方案集成了电机、逆变器和减速器，通过机械连接的方式提高了系统集成度，但多将电机居中布置，减速器与逆变器分别在电机的两端，装车时为了使减速器的差速器处于车辆的中间，导致电机与逆变器偏向车辆的一侧，重量分布不均，空间布局受到限制，且重心偏移导致车辆操控性的降低。
发明内容
本申请提出了一种电驱动总成及车辆，能够在后桥副车架空间布局受到限制下，满足总成在整车中质心分布合理，减少中间轴过渡，提高车辆操控性。
一实施例提供了一种电驱动总成，包括：减速器，所述减速器包括减速器壳体、设置于所述减速器壳体内的输入轴、中间轴系及差速器，所述输入轴、所述中间轴系及所述差速器传动连接；驱动电机，所述驱动电机包括电机壳体及转动设置于所述电机壳体内的转子总成，所述电机壳体固定设置于所述减速器壳体的一侧，所述转子总成包括转子组件及转子轴，所述转子组件与所述转子轴过盈连接且所述转子轴伸出所述电机壳体，所述转子轴插入所述输入轴并与所述输入轴传动连接；及逆变器，所述逆变器固定设置于所述减速器与所述 驱动电机相对的一侧。
一实施例提供了一种车辆，包括副车架、两个半轴及上述的电驱动总成，所述电驱动总成固定设置于所述副车架上，所述减速器还包括差速器，两个所述半轴分别传动连接于所述差速器的两端。
附图说明
图1是本申请一实施例提供的电驱动总成的剖视图；
图2是本申请一实施例提供的转子轴及输入轴的剖视图；
图3是本申请一实施例提供的逆变器的爆炸图；
图4是本申请一实施例提供的定子总成及电控模组的结构示意图；
图5是本申请一实施例提供的逆变器冷却腔体的结构示意图；
图6是本申请的图1中A处的局部放大图；
图7是本申请一实施例提供的减速器挡油筋的结构示意图；
图8是本申请一实施例提供的电驱动总成搭载整车的结构示意图。
图中：
1、减速器；2、驱动电机；3、逆变器；4、副车架；5、半轴；
11、减速器壳体；12、输入轴；13、第一支承轴承；14、第二支承轴承；15、差速器；16、中间轴系；21、电机壳体；22、转子总成；23、定子总成；24、密封钢垫；31、主箱体；32、冷却盖板；33、电控模组；34、滤波磁环；35、高压插接件；36、端盖；37、控制基板；38、控制屏蔽板；39、低压插接件；
111、第一壳体；112、第二壳体；113、第二冷却水路；114、第二密封件；115、挡油筋；116、油封；221、转子组件；222、转子轴；223、第三支承轴承；224、弹性垫圈；231、连接母排；232、母排组件；321、进水管；322、出水管；323、进水口；324、出水口；
3221、第一密封件。
具体实施方式
在本申请的描述中，需要说明的是，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”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申请和简化描述，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申请的限制。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。其中，术语“第一位置”和“第二位置”为两个不同的位置。
除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接；可以是机械连接，也可以是电连接；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。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申请中的具体含义。
除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一特征和第二特征直接接触，也可以包括第一特征和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，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”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
下面结合附图并通过具体实施方式来进一步说明本申请的技术方案。
本实施例提供了一种电驱动总成，如图1所示，该电驱动总成包括减速器1、驱动电机2及逆变器3。减速器1包括减速器壳体11、转动设置于减速器壳体11内的输入轴12、中间轴系16，及差速器15，输入轴12、中间轴系16及差速器15传动连接。驱动电机2包括电机壳体21及转动设置于电机壳体21内的转子总成22，电机壳体21固定设置于减速器壳体11的一侧，转子总成22包括转子组件221及转子轴222，转子组件221与转子轴222过盈连接且转子轴222伸出电机壳体21，转子轴222插入输入轴12并与输入轴12传动连接。逆变器3固定设置于减速器1与驱动电机2相对的一侧，逆变器3是能够将动力电池提供的直流电转变成定频定压或调频调压交流电，进而使驱动电机2能够正常工作的装置。
该电驱动总成将驱动电机2、减速器1及逆变器3进行集成，减速器1居中布置，能够在整车布置下减少中间轴支承结构，降低整车重量及成本。且由于减速器1居中布置，当将该电驱动总成装车时，将减速器1布置于正中时，两端的驱动电机2与逆变器3处于平衡状态，降低质心偏移，极大地提高了车辆的操控性与稳定性。
该减速器1采用平行轴系传动，具有回程空隙小、传动效率高的优点，能够有效降低整车能耗。同时驱动电机2、减速器1及逆变器3相互之间通过螺栓固定，便于拆卸及维护。
如图2所示，在一实施例中，该电驱动总成还包括第一支承轴承13、第二支承轴承14及第三支承轴承223，第一支承轴承13套设于输入轴12与转子轴222插接的一端，第二支承轴承14套设于输入轴12远离第一支承轴承13的一端，第三支承轴承223套设于转子轴222远离第一支承轴承13的一端。
该电驱动总成采用三个支撑轴承方案，利用第一支承轴承13同时对输入轴12及转子轴222进行支承固定，相比于相关技术中的方案减少了一个支承轴承的使用，降低轴向尺寸，节省了空间，同时降低了重量，节约了成本。可以理解的是，第一支承轴承13及第二支承轴承14与输入轴12过盈配合，第三支承轴承223与转子轴222过盈配合。
其中，转子轴222插入输入轴12的部分设置有多个环状沟槽，每个环状沟槽内分别设置有密封圈，且输入轴12与减速器壳体11之间设置有油封116，油封116及密封圈能够阻止减速器1中的润滑油泄漏到驱动电机2内。
在一实施例中，该电驱动总成还包括弹性垫圈224，弹性垫圈224第一端抵接于电机外壳，弹性垫圈224第二端抵接于第三支承轴承223以产生轴向预紧力。弹性垫圈224产生的轴向预紧力能够降低第三支承轴承223及转子轴222的振动噪音以及补偿转子轴222的轴向窜动。
如图3和图4所示，逆变器3包括电控模组33，驱动电机2还包括定子总成23，定子总成23包括连接母排231，连接母排231通过母排组件232与电控模组33相连。利用连接母排231将定子组件的线圈引出，并通过母排组件232连接到电控模组33，由于连接母排231及母排组件232硬度很大，不易变形，降低了组装难度，且不会相互交叉形成干扰，简化内部线路结构，便于装配维护。同时由于连接母排231及母排组件232中每个单独的排线具有较大的截面积，在使用过程中能够承载较大电流而不至于过度发热，提高了安全性。
在一实施例中，逆变器3还包括端盖36、控制基板37、控制屏蔽板38及主箱体31，端盖36与主箱体31通过螺栓固定连接形成封闭腔体，控制基板37、控制屏蔽板38及电控模组33依次设置于主箱体31内。控制屏蔽板38能够屏蔽电磁波，使控制基板37与电控模组33产生的电磁波不会相互干扰，保证控制基板37与电控模组33均能够正常独立运行。
在一实施例中，如图3所示，逆变器3还包括高压插接件35及滤波磁环34，高压插接件35与连接电控模组33为驱动电机2供电。利用插接件的形式方便插拔，便于安装及拆卸。滤波磁环34套设于高压插接件35，滤波磁环34能够处理谐波干扰，抑制高压插接件35上的高频干扰和尖峰干扰，它也具有吸收静电放电脉冲干扰的能力。为了便于连接控制基板37，逆变器3还包括低压插接件39。
为了平衡逆变器3内外的气体压力，主箱体31上还设置有透气塞。
该电驱动总成在工作的过程中会产生大量热量，若不及时将热量排出电驱动总成，会使内部温度升高，严重影响使用安全。为解决这个问题，逆变器3包括冷却盖板32，主箱体31内部设置有第一冷却水路。如图5所示，冷却盖板32与主箱体31固定连接，并与主箱体31形成冷却腔体，冷却盖板32设置有进水管321及出水管322，进水管321与第一冷却水路的进水口323连通，出水管322与第一冷却水路的出水口324连通。为了提高冷却腔体的密封性，主箱体31与盖板焊接固定，在一实施例中，主箱体31与盖板32采用搅拌摩擦焊的方式。
冷却水流入进水管321后进入冷却腔体并对与冷却腔体接触的元件进行冷却降温，故需要根据散热要求及流阻要求设置导向筋。之后冷却水进入第一冷却水路的进水口323对主箱体31内部的元件进行冷却降温。随后从出水口324流出并流入出水管322。
如图6所示，减速器壳体11包括第一壳体111、第二壳体112及贯通第一壳体111与第二壳体112的第二冷却水路113，出水管322伸入第二冷却水路113，且出水管322与第二冷却水路113之间设置有第一密封件3221，第一壳体111与第二壳体112之间环绕第二冷却水路113设置有第二密封件114。
将减速器壳体11拆分成第一壳体111及第二壳体112，便于生产、安装及拆卸，能够降低成本。而为了保证冷却水在流经第二冷却水路113时不会出现泄漏的情况，需要在第一壳体111与第二壳体112位于第二冷却水路113的交接处环绕设置第二密封件114。在一实施例中，第二密封件114为密封圈，在第一壳体111或第二壳体112环绕第二冷却水路113设置凹槽，该凹槽用于安装第二密封件114，第一壳体111与第二壳体112通过螺栓固定连接。而为了将第二冷却水路113的一端与出水管322密封连接，出水管322与第二冷却水路113之间设置有第一密封件3221。在一实施例中，第一密封件3221为密封圈。
在一实施例中，驱动电机2的电机壳体21设置有第三冷却水路，第三冷却水路与第二冷却水路113连通，电机壳体21与第二壳体112之间通过密封钢垫24密 封连接。
在一实施例中，减速器1内部设置有中间轴系16，中间轴系16与输入轴12传动连接，以对驱动电机2的高转速进行减速并输出。而减速器1运转时会将润滑油搅拌飞溅，为了加快润滑油的冷却，如图7所示，减速器壳体11内设置有挡油筋115，挡油筋115朝向第二冷却水路113倾斜。图7中箭头为润滑油被搅拌飞溅的路径，挡油筋115能够将被搅拌飞溅的润滑油导向到第二冷却水路113附件的壳体，增加换热效率。
本实施例还提供了一种车辆，如图8所示，该车辆包括副车架4、两个半轴5，及上述的电驱动总成，电驱动总成固定设置于副车架4上，减速器1还包括差速器15，两个半轴5分别传动连接于差速器15的两端。
该电驱动总成与副车架4固定连接，差速器15能够使驱动轮实现以不同转速转动，当车辆转弯行驶或在不平路面上行驶时，使左右车轮以不同转速滚动，即保证两侧驱动车轮作纯滚动运动。两个半轴5设置于差速器15的两端，且该电驱动总成以差速器15为中心呈T型结构，左右均布，满足整车操纵性要求。

Claims (10)

  1. 一种电驱动总成，包括：
    减速器(1)，所述减速器(1)包括减速器壳体(11)、设置于所述减速器壳体(11)内的输入轴(12)、中间轴系(16)及差速器(15)，所述输入轴(12)、所述中间轴系(16)及所述差速器(15)传动连接；
    驱动电机(2)，所述驱动电机(2)包括电机壳体(21)及转动设置于所述电机壳体(21)内的转子总成(22)，所述电机壳体(21)固定设置于所述减速器壳体(11)的一侧，所述转子总成(22)包括转子组件(221)及转子轴(222)，所述转子组件(221)与所述转子轴(222)过盈连接且所述转子轴(222)伸出所述电机壳体(21)，所述转子轴(222)插入所述输入轴(12)并与所述输入轴(12)传动连接；及
    逆变器(3)，所述逆变器(3)固定设置于所述减速器(1)与所述驱动电机(2)相对的一侧。
  2. 根据权利要求1所述的电驱动总成，还包括：
    第一支承轴承(13)，所述第一支承轴承(13)套设于所述输入轴(12)与所述转子轴(222)插接的一端；
    第二支承轴承(14)，所述第二支承轴承(14)套设于所述输入轴(12)远离所述第一支承轴承(13)的一端；及
    第三支承轴承(223)，所述第三支承轴承(223)套设于所述转子轴(222)远离所述第一支承轴承(13)的一端。
  3. 根据权利要求2所述的电驱动总成，还包括弹性垫圈(224)，所述弹性垫圈(224)第一端抵接于所述电机外壳，所述弹性垫圈(224)第二端抵接于所述第三支承轴承(223)以产生轴向预紧力。
  4. 根据权利要求1所述的电驱动总成，其中，所述逆变器(3)包括：
    主箱体(31)，所述主箱体(31)内部设置有第一冷却水路；
    冷却盖板(32)，所述冷却盖板(32)固定设置于所述主箱体(31)形成冷却腔体，所述冷却盖板(32)设置有进水管(321)及出水管(322)，所述进水管(321)与所述第一冷却水路的进水口(323)连通，所述出水管(322)与所述第一冷却水路的出水口(324)连通。
  5. 根据权利要求4所述的电驱动总成，其中，所述主箱体(31)与所述冷却盖板(32)焊接固定。
  6. 根据权利要求4所述的电驱动总成，还包括第一密封件(3221)及第二密 封件(114)，所述减速器壳体(11)包括第一壳体(111)、第二壳体(112)及贯通所述第一壳体(111)与所述第二壳体(112)的第二冷却水路(113)，所述出水管(322)伸入所述第二冷却水路(113)，且所述第一密封件(3221)设置于所述出水管(322)与所述第二冷却水路(113)之间，所述第二密封件(114)设置于所述第一壳体(111)与所述第二壳体(112)之间，并环绕所述第二冷却水路(113)设置。
  7. 根据权利要求6所述的电驱动总成，其中，所述减速器壳体(11)内设置有挡油筋(115)，所述挡油筋(115)朝向所述第二冷却水路(113)。
  8. 根据权利要求1所述的电驱动总成，其中，所述逆变器(3)包括电控模组(33)，所述驱动电机(2)还包括定子总成(23)，所述定子总成(23)包括连接母排(231)及母排组件(232)，所述连接母排(231)通过所述母排组件(232)与所述电控模组(33)相连。
  9. 根据权利要求1所述的电驱动总成，其中，所述逆变器(3)还包括滤波磁环(34)及高压插接件(35)，所述滤波磁环(34)套设于所述高压插接件(35)上。
  10. 一种车辆，包括副车架(4)、两个半轴(5)及如权利要求1-9中任一项所述的电驱动总成，所述电驱动总成固定设置于所述副车架(4)上，所述减速器(1)还包括差速器(15)，两个所述半轴(5)分别传动连接于所述差速器(15)的两端。
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