WO2023130642A1 - 一种电驱动总成的动力轴结构 - Google Patents
一种电驱动总成的动力轴结构 Download PDFInfo
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- WO2023130642A1 WO2023130642A1 PCT/CN2022/093020 CN2022093020W WO2023130642A1 WO 2023130642 A1 WO2023130642 A1 WO 2023130642A1 CN 2022093020 W CN2022093020 W CN 2022093020W WO 2023130642 A1 WO2023130642 A1 WO 2023130642A1
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- main shaft
- flange
- driving gear
- parking gear
- inner hole
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- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 31
- 230000007704 transition Effects 0.000 claims description 6
- 238000003466 welding Methods 0.000 claims description 3
- 235000012149 noodles Nutrition 0.000 claims 1
- 230000008901 benefit Effects 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 5
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000003754 machining Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Classifications
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
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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
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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
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
Definitions
- the invention belongs to the technical field of motor transmission structures, and in particular relates to a power shaft structure of an electric drive assembly.
- the motor shaft and the input shaft of the reducer are usually designed independently, and then the connection between the motor shaft and the input shaft of the reducer is carried out by means of splines or couplings. In this way, the torque transmission between the motor and the reducer is realized.
- this transmission structure is not only complicated in structure, but also increases the axial dimension between the reducer and the motor, which is not conducive to the layout of the whole vehicle.
- the present invention discloses a power shaft structure of an electric drive assembly to overcome the above problems or at least partly solve the above problems.
- the present invention provides a power shaft structure of an electric drive assembly.
- the power shaft structure includes a main shaft.
- the right end of the main shaft is located inside the motor and is fixedly connected with the rotor of the motor.
- the driving gear of the drive and the parking gear are fixedly connected;
- At least one side of the driving gear is provided with an axially extending flange
- at least one side of the parking gear is provided with an axially extending flange; wherein, the inner hole of the flange on one side of the driving gear, A bushing is provided between the inner hole of the flange on one side of the parking gear and the main shaft for radial positioning of the driving gear and radial positioning of the parking gear.
- the driving gear is arranged between the parking gear and the motor, the left side of the driving gear is provided with an axially extending first flange, and the right side of the driving gear is provided with an axial Extended second flange, the right side of the parking gear is provided with an axially extending third flange; the inner hole of the second flange cooperates with the shaft diameter of the main shaft for radial positioning, the A bushing is disposed between the bore of the first flange and the main shaft and extends to the bore of the third flange.
- the inner hole of the second flange is in transition fit or interference fit with the main shaft
- a left end bearing is provided between the housing of the reducer and the main shaft
- a right end bearing is provided between the housing of the motor and the main shaft
- an intermediate housing is provided between the motor and the reducer body
- a middle bearing is provided between the middle housing and the main shaft.
- the second flange presses and fixes the left end face of the inner ring of the middle bearing
- the main shaft on the left side of the middle bearing is provided with a first sleeve, and the first sleeve is used to compress and fix the left end surface of the inner ring of the middle bearing.
- the parking gear presses and fixes the right end face of the inner ring of the left end bearing; or,
- the main shaft on the right side of the left-end bearing is provided with a second bushing, and the second bushing is used to press and fix the right end surface of the inner ring of the left-end bearing.
- a pressure ring is provided on the right end surface of the outer ring of the left-end bearing, and the pressure ring presses and fixes the outer ring of the left-end bearing.
- a lock nut is provided on the main shaft on the left side of the left end bearing, and the lock nut is used to compress and fix the left end surface of the inner ring of the left end bearing.
- the main shaft is provided with a first external spline and a second external spline
- the parking gear is provided with a first internal spline cooperating with the first external spline
- the driving gear is There is a second inner spline cooperating with the second outer spline.
- parking gear and the main shaft, and the driving gear and the main shaft are respectively connected by a flat key; or,
- the inner hole of the parking gear and the inner hole of the driving gear are all light holes, and are respectively connected with the main shaft by interference or welding.
- At least one side of the driving gear and the parking gear is axially extended with a flange, and then the inner hole of the flange on the side of the driving gear, the inner hole of the flange on the side of the parking gear and the
- the concentricity between the three improves the stability and NVH performance of the electric drive assembly.
- Fig. 1 is the axial sectional view of the power shaft structure of the electric drive assembly in embodiment 1;
- Fig. 2 is the axial sectional view of driving gear in embodiment 1;
- Fig. 3 is the axial sectional view of the parking gear in embodiment 1;
- FIG. 4 is an axial sectional view of the main shaft in Embodiment 1.
- FIG. 4 is an axial sectional view of the main shaft in Embodiment 1.
- the power shaft structure includes a main shaft 1 .
- the right end of the main shaft 1 is located inside the motor 2 and is fixedly connected with the rotor 3 of the motor 2 as a motor shaft, that is, the rotor 3 is sleeved on the right end of the main shaft 1 .
- the left end of the main shaft 1 is located inside the reducer 4.
- the parking gear is used to realize the parking function of the vehicle, and the driving gear is used to drive other gears in the reducer to rotate to realize power output.
- the motor shaft and the input shaft of the reducer are designed as an integral main shaft, and the two ends of the main shaft are respectively extended to the inside of the motor and the inside of the reducer, thereby serving as the motor shaft and the reducer at the same time. input shaft of the device.
- it not only has the advantages of simple structure and convenient installation, but also reduces the overall axial dimension of the electric drive assembly, which is beneficial to the layout of the whole vehicle and is light in weight.
- At least one side of the driving gear is provided with an axially extending flange
- at least one side of the parking gear is provided with an axially extending flange
- the dynamic balance of the drive assembly reduces vibration and noise.
- At least one side of the driving gear is provided with an axially extending flange
- at least one side of the parking gear is provided with an axially extending flange
- one side of the driving gear There is a bushing between the inner hole of the flange, the inner hole of the flange on one side of the parking gear, and the main shaft to realize the radial positioning of the driving gear and the parking gear, and to ensure the contact between the driving gear, the parking gear and the main shaft.
- the concentricity between them improves the stability and NVH performance of the electric drive assembly.
- the driving gear 5 is arranged between the parking gear 6 and the motor 2, and the left side of the driving gear 5 is provided with a first flange 7 extending axially.
- the right side of the parking gear 6 is provided with a second flange 21 extending axially, and the right side of the parking gear 6 is provided with a third flange 22 extending axially.
- the bushing 8 is arranged between the second flange 21 and the main shaft 1 and extend to the inner hole of the third flange 22, so that the third flange 22 is sheathed on the bushing 8, and the second flange 21 cooperates with the shaft diameter of the main shaft 1 for radial positioning.
- a bushing 8 is provided between the first flange 7 and the main shaft 1, and the bushing 8 extends to the inner hole of the third flange 22, that is, one end of the bushing 8 is arranged between the inner hole of the first flange 7 and the main shaft. 1, the third flange 22 is sleeved on the other end of the bushing 8.
- the second flange on the driving gear realizes radial positioning by cooperating with the shaft diameter of the main shaft, and the first flange realizes radial positioning through the bushing, thereby realizing the concentricity of the driving gear and the main shaft. Due to the high machining accuracy of the driving gear, the concentricity between the driving gear and the main shaft is higher when the driving gear is assembled on the main shaft. Therefore, the driving gear and the parking gear share the same bushing. Firstly, the parking gear and the driving gear are kept concentric. , and then the parking gear is coaxial with the main shaft by means of the driving gear. This structure can effectively improve the concentricity between the parking gear and the main shaft, thereby ensuring a higher concentricity between the driving gear, the parking gear and the main shaft.
- transition fit or interference fit between the inner hole of the second flange and the main shaft makes the second flange and the main shaft firmly connected.
- transition fit or interference fit between the inner hole of the first flange, the bushing and the main shaft, and the inner hole of the third flange and the bushing, realize the connection between the driving gear, the parking gear and the main shaft relatively fixed.
- the left end, the middle part and the right end of the main shaft 1 are supported and positioned by the left end bearing 9 , the middle part bearing 10 and the right end bearing 11 respectively.
- the left end bearing 9 is arranged between the casing of the reducer 4 and the main shaft 1
- the right end bearing 11 is arranged between the casing of the motor 2 and the main shaft
- an intermediate housing 12 is arranged between the motor 2 and the reducer 4
- the middle bearing 10 is arranged between the intermediate housing 12 and the main shaft 1 .
- the main shaft 1 is provided with a first sleeve 13 .
- the first bushing 13 is located on the left side of the middle bearing 10 and is used to compress and fix the left end surface of the inner ring of the middle bearing 10 .
- the first shaft sleeve 13 is interference-fitted on the main shaft 1 , so that the first shaft sleeve 13 and the main shaft 1 are relatively fixed.
- the second flange 21 directly presses against the first sleeve 13 to make the first sleeve 13 relatively fixed to the main shaft 1 .
- the left end face of the inner ring of the middle bearing 10 is pressed and fixed by the first bushing 13 , so that the inner ring of the middle bearing 10 is relatively fixed to the main shaft 1 .
- the outer ring of the first shaft sleeve 13 is fixed in the bearing groove on the intermediate housing 12 , so as to realize the rotation of the main shaft 1 relative to the intermediate housing 12 .
- the main shaft 1 on the right side of the left end bearing 9 is provided with a second bushing 14, the second bushing 14 is located on the right side of the left end bearing 9, and is used to compress and fix the left end bearing 9 The right end face of the inner ring.
- the main shaft 1 on the left side of the left end bearing 9 is provided with a lock nut 16, and the lock nut 16 is used to compress and fix the left end surface of the inner ring of the left end bearing 9.
- the inner ring of the left end bearing 9 is clamped by the lock nut 16 and the second bushing 14 , so that the inner ring of the left end bearing 9 is relatively fixed to the main shaft 1 .
- the housing of the speed reducer 4 is provided with a pressure ring 15 on the right side of the left end bearing 9, and the pressure ring 15 compresses and fixes the outer ring of the left end bearing 9 to realize the deceleration between the outer ring of the left end bearing 9.
- the shell of device 4 is relatively fixed.
- the pressure ring 15 is fixed on the casing of the reducer 4 by screws or bolts.
- the main shaft 1 is provided with a first external spline 17 and a second external spline 18, and the parking gear 6 is provided with a spline that cooperates with the first external spline 17.
- the first internal spline 19 and the driving gear 5 are provided with a second internal spline 20 cooperating with the second external spline 18 .
- the transmission connection between the main shaft 1 and the parking gear 6 is realized; through the meshing of the second external spline 18 and the second internal spline 20, the main shaft 1 is connected with driving gear 5 transmission.
- the bushing adopts a split design, that is, a first bushing is provided between the inner hole of the first flange and the main shaft, and the driving gear and the main shaft are realized through the first bushing.
- the main shaft is concentric; there is a second bushing between the inner hole of the third flange and the main shaft, and the parking gear and the main shaft are concentric through the second bushing, thereby realizing the drive gear, the parking gear and the main shaft.
- the concentric and split design can effectively reduce the difficulty of assembling the parking gear and driving gear on the main shaft.
- Embodiment 1 The difference from Embodiment 1 is that the first bushing is omitted in this embodiment, that is, the second flange directly presses and fixes the left end face of the inner ring of the middle bearing, so that the inner ring of the middle bearing is relatively fixed to the main shaft, so that The structure is simpler.
- Embodiment 1 The difference from Embodiment 1 is that the second bushing is omitted in this embodiment, that is, the parking gear directly presses and fixes the right end face of the inner ring of the left end bearing, and the left end bearing is clamped and fixed by the parking gear and the lock nut The inner ring of the left end bearing is relatively fixed to the main shaft, which makes the structure simpler.
- the spline connection can be replaced by the following method: between the parking gear and the main shaft, and between the driving gear and the main shaft respectively adopt flat key connections.
- both the inner hole of the parking gear and the inner hole of the driving gear are smooth holes, and are respectively connected with the main shaft by interference connection or welding.
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- General Engineering & Computer Science (AREA)
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Abstract
一种电驱动总成的动力轴结构，包括主轴（1），主轴的右端位于电机（2）内部，与电机的转子（3）固定连接，主轴的左端位于减速器（4）内部，与减速器的主动齿轮（5）和驻车齿轮（6）固定连接；主动齿轮的至少一侧设有轴向延伸的凸缘，驻车齿轮的至少一侧设有轴向延伸的凸缘；其中，主动齿轮中一侧凸缘的内孔、驻车齿轮中一侧凸缘的内孔与主轴之间设有衬套（8），用于主动齿轮的径向定位和驻车齿轮的径向定位，使主动齿轮、驻车齿轮和主轴的位置在同一条轴线上，提高了电驱动总成的稳定性和NVH性能。
Description
相关申请的交叉引用
本申请要求于2022年01月04日提交中国专利局，申请号为202210003101.9，申请名称为“一种电驱动总成的动力轴结构”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
本发明属于电机传动结构技术领域，特别涉及一种电驱动总成的动力轴结构。
目前，为了便于电动汽车的电机和减速器的生产，电机轴和减速器的输入轴通常采用独立设计，然后再借助花键或联轴器进行电机轴和减速器的输入轴之间的连接，从而实现电机与减速器之间的力矩传递。但是，该传动结构不仅结构复杂，而且增加了减速器与电机之间的轴向尺寸，不利于整车布局。
另外，由于驻车齿轮加工制造的精度差，这样在对驻车齿轮与减速器的输入轴进行间隙配合装配时，难以保证两者之间的同心度，由此导致减速器的输入轴在转动时的动态平衡性和稳定性差，进而导致整个电驱动总成的NVH(Noise、Vibration、Harshness，噪声、振动、声振粗糙度)性能差，如果通过提高驻车齿轮的加工精度来提高驻车齿轮与减速器的输入轴装配时的同心度，会极大增加驻车齿轮的制造成本。
申请内容
针对上述问题，本发明公开了一种电驱动总成的动力轴结构，以克服上述问题或者至少部分地解决上述问题。
为了实现上述目的，本发明采用以下技术方案：
本发明提供一种电驱动总成的动力轴结构，所述动力轴结构包括主轴，所述主轴的右端位于电机内部，与电机的转子固定连接，所述主轴的左端位于减速器内部，与减速器的主动齿轮和驻车齿轮固定连接；
所述主动齿轮的至少一侧设有轴向延伸的凸缘，所述驻车齿轮的至少一侧设有 轴向延伸的凸缘；其中，所述主动齿轮中一侧凸缘的内孔、所述驻车齿轮中一侧凸缘的内孔与所述主轴之间设有衬套，用于所述主动齿轮的径向定位和所述驻车齿轮的径向定位。
进一步地，所述主动齿轮设置在所述驻车齿轮和所述电机之间，所述主动齿轮的左侧设有轴向延伸的第一凸缘，所述主动齿轮的右侧设有轴向延伸的第二凸缘，所述驻车齿轮的右侧设有轴向延伸的第三凸缘；所述第二凸缘的内孔与所述主轴的轴径配合进行径向定位，所述衬套设置在所述第一凸缘的内孔与所述主轴之间并且延伸至第三凸缘的内孔。
进一步地，所述第二凸缘的内孔与所述主轴间过渡配合或过盈配合；
所述第一凸缘的内孔、所述衬套和所述主轴三者之间，以及所述第三凸缘的内孔和所述衬套之间过渡配合或过盈配合。
进一步地，所述减速器的外壳与所述主轴之间设有左端轴承，所述电机的外壳与所述主轴之间设有右端轴承，所述电机和所述减速器之间设有中间壳体，所述中间壳体与所述主轴之间设有中部轴承。
进一步地，所述第二凸缘压紧固定所述中部轴承的内圈左端面；或，
所述中部轴承左侧的所述主轴上设有第一轴套，所述第一轴套用于压紧固定所述中部轴承的内圈左端面。
进一步地，所述驻车齿轮压紧固定所述左端轴承的内圈右端面；或，
所述左端轴承右侧的所述主轴上设有第二轴套，所述第二轴套用于压紧固定所述左端轴承的内圈右端面。
进一步地，所述减速器的外壳上在所述左端轴承的外圈右端面设有压圈，所述压圈压紧固定所述左端轴承的外圈。
进一步地，所述左端轴承左侧的所述主轴上设有锁紧螺母，所述锁紧螺母用于压紧固定所述左端轴承的内圈左端面。
进一步地，所述主轴上设有第一外花键和第二外花键，所述驻车齿轮上设有与所述第一外花键配合的第一内花键，所述主动齿轮上设有与所述第二外花键配合的第二内花键。
进一步地，所述驻车齿轮与所述主轴之间，以及所述主动齿轮与所述主轴之间分别采用平键连接；或，
所述驻车齿轮的内孔和所述主动齿轮的内孔都是光孔，并分别与所述主轴采用 过盈连接或焊接连接。
本发明的优点及有益效果是：
本发明的动力轴结构中，通过使主动齿轮和驻车齿轮的至少一侧轴向延伸有凸缘，然后在主动齿轮一侧的凸缘内孔、驻车齿轮一侧的凸缘内孔与主轴之间设有衬套，实现主动齿轮和驻车齿轮的径向定位，使主动齿轮、驻车齿轮和主轴的位置在同一条轴心线上，进而保证了主动齿轮、驻车齿轮和主轴三者之间的同心度，提高了电驱动总成的稳定性和NVH性能。
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本申请的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1为实施例1中电驱动总成的动力轴结构的轴向截面图；
图2为实施例1中主动齿轮的轴向截面图；
图3为实施例1中驻车齿轮的轴向截面图；
图4为实施例1中主轴的轴向截面图。
图中：1、主轴；2、电机；3、转子；4、减速器；5、主动齿轮；6、驻车齿轮；7、第一凸缘；8、衬套；9、左端轴承；10、中部轴承；11、右端轴承；12、中间壳体；13、第一轴套；14、第二轴套；15、压圈；16、锁紧螺母；17、第一外花键；18、第二外花键；19、第一内花键；20、第二内花键；21、第二凸缘；22、第三凸缘。
为使本申请的目的、技术方案和优点更加清楚，下面将结合本申请具体实施例及相应的附图对本申请技术方案进行清楚、完整地描述。显然，所描述的实施例仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
以下结合附图，详细说明本发明各实施例提供的技术方案。
实施例1
本实施例提供一种电驱动总成的动力轴结构，如图1所示，该动力轴结构包括主轴1。主轴1的右端位于电机2的内部，作为电机轴与电机2的转子3固定连接，即转子3套设在主轴1的右端。主轴1的左端位于减速器4的内部，作为减速器4的输入轴与减速器4的主动齿轮5和驻车齿轮6固定连接，即主动齿轮5和驻车齿轮6套设在主轴1的左端。其中，驻车齿轮用于实现车辆的驻车功能，主动齿轮用于驱动减速器内其他齿轮转动，实现动力输出。
在本实施例中，通过将电机轴和减速器的输入轴设计为一根整体式的主轴，并且使主轴的两端分别延伸至电机的内部和减速器的内部，从而同时作为电机轴和减速器的输入轴。这样，不仅具有结构简单、安装方便的优点，并且减少了电驱动总成的整体轴向尺寸，有利于整车布局，且重量轻。
另外，主动齿轮的至少一侧设有轴向延伸的凸缘，驻车齿轮的至少一侧设有轴向延伸的凸缘；其中，主动齿轮中一侧凸缘的内孔、驻车齿轮中一侧凸缘的内孔与主轴之间设有衬套，实现主动齿轮和驻车齿轮的径向定位，使主动齿轮、驻车齿轮和主轴的位置在同一条轴心线上，提高了电驱动总成的动态平衡性，降低了振动和噪声。
在该动力轴结构中，通过使主动齿轮的至少一侧设有轴向延伸的凸缘，以及使驻车齿轮的至少一侧设有轴向延伸的凸缘，然后在主动齿轮中一侧的凸缘内孔、驻车齿轮中一侧的凸缘内孔与主轴之间设有衬套，实现主动齿轮和驻车齿轮的径向定位，保证了主动齿轮、驻车齿轮和主轴三者之间的同心度，提高了电驱动总成的稳定性和NVH性能。
在本实施例中，如图1～图3所示，主动齿轮5设置在驻车齿轮6和电机2之间，主动齿轮5的左侧设有轴向延伸有第一凸缘7，主动齿轮5的右侧设有轴向延伸有第二凸缘21，,驻车齿轮6的右侧设有轴向延伸有第三凸缘22，衬套8设置在第二凸缘21与主轴1之间并且延伸至第三凸缘22的内孔，使第三凸缘22套设与衬套8上，第二凸缘21与主轴1的轴径配合进行径向定位。
另外，第一凸缘7与主轴1之间设有衬套8，衬套8延伸至第三凸缘22的内孔，即衬套8的一端设置在第一凸缘7的内孔与主轴1之间，第三凸缘22套设于衬套8的另一端。通过衬套8的设置，可实现主动齿轮5、驻车齿轮6和主轴1三者同轴心。此时，主轴与驻车齿轮之间仅存在周向扭力，并无径向支撑力。
具体地，主动齿轮上的第二凸缘通过与主轴的轴径配合实现径向定位，第一凸缘通过衬套实现径向定位，进而实现主动齿轮与主轴同轴心。由于主动齿轮的加工精度高，主动齿轮在装配在主轴上时与主轴的同心度更高，因此，主动齿轮和驻车齿轮共用同一个衬套，首先使驻车齿轮与主动齿轮保持同轴心，然后驻车齿轮借助主动齿轮实现与主轴同轴心，该结构可有效提高驻车齿轮与主轴的同心度，从而保证主动齿轮、驻车齿轮和主轴三者之间有更高的同心度。
进一步地，第二凸缘的内孔与主轴间过渡配合或过盈配合，使第二凸缘与主轴间牢固连接。
第一凸缘的内孔、衬套和主轴三者之间，以及第三凸缘的内孔和衬套之间过渡配合或过盈配合，实现主动齿轮、驻车齿轮和主轴三者之间相对固定。
在本实施例中，如图1所示，主轴1的左端、中部和右端分别通过左端轴承9、中部轴承10和右端轴承11进行支撑定位。
具体地，左端轴承9设置在减速器4的外壳与主轴1之间，右端轴承11设置在电机2的外壳与主轴之间，电机2和减速器4之间设有中间壳体12，中部轴承10设置在中间壳体12与主轴1之间。本实施例中，通过左端轴承9、中部轴承10和右端轴承11的设置，实现主轴1相对减速器4的外壳、电机2的外壳和中间壳体12进行转动。
在本实施例中，如图1所示，主轴1上设有第一轴套13。第一轴套13位于中部轴承10的左侧，用于压紧固定中部轴承10的内圈左端面。具体地，第一轴套13过盈套设于主轴1上，使第一轴套13与主轴1的相对固定。或者，第二凸缘21直接抵压第一轴套13，使第一轴套13与主轴1的相对固定。然后通过第一轴套13压紧固定中部轴承10的内圈左端面，实现中部轴承10的内圈与主轴1相对固定。第一轴套13的外圈固定于中间壳体12上的轴承槽内，进而实现主轴1相对中间壳体12进行转动。
在本实施例中，如图1所示，左端轴承9右侧的主轴1上设有第二轴套14，第二轴套14位于左端轴承9的右侧，用于压紧固定左端轴承9的内圈右端面。同时，左端轴承9左侧的主轴1上设有锁紧螺母16，锁紧螺母16用于压紧固定左端轴承9的内圈左端面。通过锁紧螺母16和第二轴套14夹紧左端轴承9的内圈，实现左端轴承9的内圈与主轴1的相对固定。
进一步地，如图1所示，减速器4的外壳上在左端轴承9的右侧设有压圈15， 压圈15压紧固定左端轴承9的外圈，实现左端轴承9的外圈与减速器4的外壳相对固定。具体地，压圈15通过螺钉或螺栓固定在减速器4的外壳上。
在本实施例中，如图2～图4所示，主轴1上设有第一外花键17和第二外花键18，驻车齿轮6上设有与第一外花键17配合的第一内花键19，主动齿轮5上设有与第二外花键18配合的第二内花键20。本实施例中，通过第一外花键17与第一内花键19啮合，实现主轴1与驻车齿轮6传动连接；通过第二外花键18与第二内花键20啮合，实现主轴1与主动齿轮5传动连接。
实施例2
与实施例1所不同的是，在本实施例中，衬套采用分体式设计，即第一凸缘的内孔与主轴之间设有第一衬套，通过第一衬套实现主动齿轮与主轴同轴心；第三凸缘的内孔与主轴之间设有第二衬套，通过第二衬套实现驻车齿轮与主轴同轴心，进而实现主动齿轮、驻车齿轮和主轴三者的同轴心，分体式设计可有效降低驻车齿轮和主动齿轮在主轴上的装配难度。
实施例3
与实施例1所不同的是，本实施例中省去了第一轴套，即第二凸缘直接压紧固定中部轴承的内圈左端面，实现中部轴承的内圈与主轴相对固定，使结构更为简单。
实施例4
与实施例1所不同的是，本实施例中省去了第二轴套，即驻车齿轮直接压紧固定左端轴承的内圈右端面，通过驻车齿轮与锁紧螺母夹紧固定左端轴承的内圈，实现左端轴承的内端面与主轴相对固定，使结构更为简单。
实施例5
与实施例1所不同的是，在本实施例中，可通过以下方式代替花键连接：驻车齿轮与主轴之间，以及主动齿轮与主轴之间分别采用平键连接。或者，驻车齿轮的内孔和主动齿轮的内孔都是光孔，并分别与主轴采用过盈连接或焊接连接。
以上所述，仅为本申请的具体实施方式，在本申请的上述教导下，本领域技术人员可以在上述实施例的基础上进行其他的改进或变形。本领域技术人员应该明白，上述的具体描述只是更好的解释本申请的目的，本申请的保护范围应以权利要求的保护范围为准。
Claims (10)
- 一种电驱动总成的动力轴结构，其特征在于，所述动力轴结构包括主轴，所述主轴的右端位于电机内部，与电机的转子固定连接，所述主轴的左端位于减速器内部，与减速器的主动齿轮和驻车齿轮固定连接；所述主动齿轮的至少一侧设有轴向延伸的凸缘，所述驻车齿轮的至少一侧设有轴向延伸的凸缘；其中，所述主动齿轮中一侧凸缘的内孔、所述驻车齿轮中一侧凸缘的内孔与所述主轴之间设有衬套，用于所述主动齿轮的径向定位和所述驻车齿轮的径向定位。
- 根据权利要求1所述的动力轴结构，其特征在于，所述主动齿轮设置在所述驻车齿轮和所述电机之间，所述主动齿轮的左侧设有轴向延伸的第一凸缘，所述主动齿轮的右侧设有轴向延伸的第二凸缘，所述驻车齿轮的右侧设有轴向延伸的第三凸缘；所述第二凸缘的内孔与所述主轴的轴径配合进行径向定位，所述衬套设置在所述第一凸缘的内孔与所述主轴之间并且延伸至第三凸缘的内孔。
- 根据权利要求2所述的动力轴结构，其特征在于，所述第二凸缘的内孔与所述主轴间过渡配合或过盈配合；所述第一凸缘的内孔、所述衬套和所述主轴三者之间，以及所述第三凸缘的内孔和所述衬套之间过渡配合或过盈配合。
- 根据权利要求2所述的动力轴结构，其特征在于，所述减速器的外壳与所述主轴之间设有左端轴承，所述电机的外壳与所述主轴之间设有右端轴承，所述电机和所述减速器之间设有中间壳体，所述中间壳体与所述主轴之间设有中部轴承。
- 根据权利要求4所述的动力轴结构，其特征在于，所述第二凸缘压紧固定所述中部轴承的内圈左端面；或，所述中部轴承左侧的所述主轴上设有第一轴套，所述第一轴套用于压紧固定所述中部轴承的内圈左端面。
- 根据权利要求4所述的动力轴结构，其特征在于，所述驻车齿轮压紧固定所述左端轴承的内圈右端面；或，所述左端轴承右侧的所述主轴上设有第二轴套，所述第二轴套用于压紧固定所述左端轴承的内圈右端面。
- 根据权利要求4所述的动力轴结构，其特征在于，所述减速器的外壳上在所 述左端轴承的外圈右端面设有压圈，所述压圈压紧固定所述左端轴承的外圈。
- 根据权利要求4所述的动力轴结构，其特征在于，所述左端轴承左侧的所述主轴上设有锁紧螺母，所述锁紧螺母用于压紧固定所述左端轴承的内圈左端面。
- 根据权利要求1-8任一项所述的动力轴结构，其特征在于，所述主轴上设有第一外花键和第二外花键，所述驻车齿轮上设有与所述第一外花键配合的第一内花键，所述主动齿轮上设有与所述第二外花键配合的第二内花键。
- 根据权利要求1-8任一项所述的动力轴结构，其特征在于，所述驻车齿轮与所述主轴之间，以及所述主动齿轮与所述主轴之间分别采用平键连接；或，所述驻车齿轮的内孔和所述主动齿轮的内孔都是光孔，并分别与所述主轴采用过盈连接或焊接连接。
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