WO2024055593A1 - Ensemble de rendement de puissance, groupe motopropulseur et véhicule - Google Patents

Ensemble de rendement de puissance, groupe motopropulseur et véhicule Download PDF

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Publication number
WO2024055593A1
WO2024055593A1 PCT/CN2023/090391 CN2023090391W WO2024055593A1 WO 2024055593 A1 WO2024055593 A1 WO 2024055593A1 CN 2023090391 W CN2023090391 W CN 2023090391W WO 2024055593 A1 WO2024055593 A1 WO 2024055593A1
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WO
WIPO (PCT)
Prior art keywords
shaft
motor
housing
power output
powertrain
Prior art date
Application number
PCT/CN2023/090391
Other languages
English (en)
Chinese (zh)
Inventor
杨一帆
姚伟科
宋建军
Original Assignee
浙江凌昇动力科技有限公司
浙江零跑科技股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202211131304.2A external-priority patent/CN115195460A/zh
Priority claimed from CN202222458462.0U external-priority patent/CN218316251U/zh
Application filed by 浙江凌昇动力科技有限公司, 浙江零跑科技股份有限公司 filed Critical 浙江凌昇动力科技有限公司
Publication of WO2024055593A1 publication Critical patent/WO2024055593A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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 field of vehicle driving, and in particular to a power output assembly, a power assembly and a vehicle having the power output assembly.
  • the electric motors used in new energy vehicles should have higher requirements.
  • the housing of the differential component is installed on the motor output shaft, making the entire power output component large and heavy, and cannot be flexibly arranged where needed.
  • the heat of the motor is often transferred into the motor controller, and the cooling device cannot process the heat inside the motor in time, thus affecting the performance of the motor controller. life.
  • the present invention provides a power output assembly, a power assembly and a vehicle.
  • the present invention provides a power output assembly, including a motor and a differential assembly.
  • the motor includes a motor shaft and a rotor.
  • the differential assembly includes a side gear.
  • the motor shaft includes a first shaft. The housing and the second shaft housing fixed to the first shaft housing, the rotor is fixedly connected outside the first shaft housing, and the differential assembly is installed in the second shaft housing.
  • the first shaft housing includes a fixing hole
  • the side gear includes an interconnected gear set and a connecting shaft.
  • the connecting shaft is equipped with a fixed bearing and a sheath, and the sheath is set outside the fixed bearing.
  • the second shaft housing is provided with an accommodating cavity and a first through hole connected to the accommodating cavity, and the first through hole is aligned with and connected to the fixing hole.
  • the gear set is accommodated in the accommodation cavity, and the connecting shaft is rotatably installed in the fixed hole and the first through hole through the fixed bearing.
  • the first shaft housing is provided with an input shaft mounting hole
  • the first shaft housing includes a fixing block protruding toward the input shaft mounting hole, and the fixing hole is provided on the fixing block, And the fixing hole is connected to the input shaft mounting hole.
  • the second shaft housing includes a mounting surface connected to the first shaft housing, and the accommodation cavity passes through the mounting surface to form the first through hole.
  • the differential assembly further includes at least two planetary gears, each of the planetary gears includes a rotating shaft and a planetary gear set connected to the rotating shaft, and the second shaft housing is further provided with a shaft connected to the container. Pivot mounting holes connected to the cavity. Installed in the corresponding pivot mounting hole, the planetary gear set of each planetary gear meshes with the gear set of the side gear in the accommodation cavity.
  • each rotating shaft is provided with an oil inlet hole and an oil outlet hole connected with the oil inlet hole, and the oil inlet hole extends through the corresponding planetary gear set to communicate with the accommodation cavity, The oil outlet hole extends through the rotating shaft to communicate with the corresponding pivot mounting hole.
  • a spiral oil groove is also provided on the rotating shaft, and the spiral oil groove spirally surrounds the rotating shaft and is connected with the oil outlet hole.
  • the oil inlet hole is provided along the axial direction of the rotating shaft and extends to penetrate the corresponding gear set.
  • the oil outlet hole extends in a direction perpendicular to the axis of the rotating shaft and penetrates the rotating shaft.
  • the present invention provides a power assembly, which includes a motor housing, a motor controller, a reducer, an oil cooling piece, and a power output assembly as described above.
  • the motor is arranged in the motor housing.
  • the motor controller and the oil cooling component are both arranged on the housing of the motor.
  • the motor controller is connected to the motor and used to control the motor.
  • the reducer is connected to the motor housing and to the differential assembly.
  • the oil cooling component is connected with the housing of the motor and is used to store oil cooling liquid and cool the motor and the reducer.
  • first shaft housing and the second shaft housing are coaxially arranged.
  • Each reducer includes a power input shaft.
  • the differential assembly includes two side gears. Wherein, the power input shaft of the reducer away from the differential assembly passes through the first shaft housing and then extends into the second shaft housing to connect one of the side gears.
  • the power input shaft of the other reducer extends into the second shaft housing and is connected to the other side gear.
  • the two power input shafts and the motor shaft are coaxially arranged.
  • each of the reducers also includes a power output shaft.
  • the power output shaft is coaxially arranged and is not coaxially arranged with the motor shaft. Or the power output shaft and the motor shaft are both coaxially arranged. Or the power output shaft and the motor shaft are arranged on different axes.
  • each of the reducers further includes an intermediate shaft.
  • the axis center of the intermediate shaft is located above the axis center of the power output shaft and the motor shaft in the direction of gravity, and the axis center of the intermediate shaft is perpendicular to the axis center of the power output shaft and the motor shaft. Triangular distribution.
  • each of the reducers further includes an intermediate shaft, a first gear member and a second gear member.
  • the intermediate shaft is provided with a gear portion
  • the first gear member is provided on the intermediate shaft.
  • Both power input shafts are provided with driving gear parts, and the first gear part is connected to the driving gear part.
  • the second gear member is disposed on the power output shaft, and the second gear member meshes with the gear portion.
  • the intermediate shaft is arranged on the upper part of the power output shaft along the direction of gravity.
  • a spline is provided corresponding to the power output end of the reducer and meshes with the power output shaft to transmit the output power to the vehicle tires.
  • the motor controller also includes a three-phase copper bar.
  • the three-phase copper bar extends into the oil cooling element, passes through the oil cooling element and is connected to the motor, and part of the three-phase copper bar is inserted into the oil cooling liquid.
  • the motor includes a stator assembly;
  • the three-phase copper bar includes a main body copper bar and a transfer copper bar connected to each other, wherein the main body copper bar is connected to the motor controller and inserted into the oil cooling liquid middle.
  • the adapter copper bar is arranged in the oil cooling component, and the adapter copper bar extends through the oil cooling component and is connected to the stator assembly.
  • the motor controller is arranged in a cavity surrounded by the motor housing and the two reducers.
  • each of the reducers includes a reducer housing, and the reducer housing is respectively connected to two opposite end surfaces of the motor housing.
  • the powertrain also includes a controller cover; the controller cover, part of the motor's housing, and the end surface of each reducer's housing facing the motor together form a sealed accommodation cavity.
  • the motor controller is accommodated in the sealed accommodation cavity.
  • the oil cooling component is arranged below the power assembly.
  • the oil cooling component includes an oil cooling box, and the oil cooling box is integrated on the motor housing.
  • the powertrain further includes a suspension structure, the suspension structure includes four connection parts, and the center of mass of the powertrain is located at or near the center position of the four connection parts.
  • the present invention provides a vehicle, which includes the powertrain as described above.
  • this application provides a power output component that includes a motor and a differential component.
  • the motor includes a motor shaft and a rotor.
  • the motor shaft includes a first shaft housing and a The second shaft housing of the first shaft housing.
  • the rotor is firmly connected outside the first shaft housing, and the differential assembly Being installed in the second shaft housing avoids the need for a separate differential assembly housing and a separate accommodation space for installing the differential assembly, making the power output assembly of the present application smaller in size.
  • the differential assembly is installed on the motor shaft, changing the arrangement position of the differential assembly on the reducer, thereby reducing the torque that the differential assembly has to bear, thereby reducing the structural requirements for the differential assembly, further
  • the volume and size of the power output component are reduced, enabling flexible arrangement.
  • the oil cooling parts are connected to the motor housing to prevent the heat from the motor from being transferred to the motor controller and thus affecting the service life of the entire powertrain.
  • Figure 1 is a schematic three-dimensional structural diagram of an embodiment of a powertrain provided by the present application.
  • the powertrain includes a motor, a reducer and a differential assembly;
  • Figure 2 is a cross-sectional view of the embodiment in Figure 1;
  • Figure 3 is a cross-sectional view of the powertrain shown in Figure 1;
  • FIG. 4 is a schematic three-dimensional structural diagram of a power output assembly provided by the present application.
  • the power output assembly includes a differential assembly;
  • Figure 5 is a cross-sectional view along the A-A direction of Figure 2;
  • Figure 6 is a schematic structural diagram of a specific embodiment of the differential assembly in Figure 4, where the differential assembly includes planetary gears;
  • Figure 7 is a cross-sectional view of the differential assembly in Figure 6 along the C-C direction;
  • Figure 8 is a partial enlarged view of the planetary gear in Figure 6;
  • Figure 9 is a cross-sectional view of the differential assembly in Figure 6 along the B-B direction;
  • Figure 10 is a cross-sectional view of the reducer in Figure 1;
  • Figure 11 is a schematic diagram of a motor housing of a powertrain provided by this application.
  • Figure 12 is a schematic structural diagram of the interior of the motor housing in Figure 11;
  • Figure 13 is a schematic diagram of another embodiment of a powertrain provided by this application.
  • Figure 14 is a schematic diagram of the powertrain layout structure of other embodiments provided by this application.
  • Figure 15 is a schematic structural diagram of the intermediate shaft and gear assembly in the differential assembly shown in Figure 2.
  • connection should be understood in a broad sense.
  • it can be a fixed connection or a detachable connection. Or integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium.
  • connection should be understood in specific situations.
  • Figure 1 is a schematic three-dimensional structural view of an embodiment of a power assembly provided by the present application
  • Figure 2 is a cross-sectional view of the embodiment in Figure 1.
  • the powertrain includes a motor 100, a differential assembly 200, a reducer 300, a motor controller 400, an oil cooling component 500 and a power output component.
  • the motor 100 includes a motor housing 110 and is disposed in the motor housing.
  • the motor 100 is disposed in the motor housing 110 .
  • the reducer 300 is connected to the motor housing 110 and to the differential assembly 200 .
  • the motor controller 400 is disposed on the motor housing 110, making the entire powertrain more compact.
  • the motor controller 400 is connected to the motor and used to control the motor.
  • the oil cooling piece 500 is disposed on the motor housing 110 for storing oil cooling liquid.
  • the oil cooling piece 500 is connected with the motor housing 110 for cooling the motor and lubricating the reducer 300 .
  • the differential assembly 200 in the present application can adopt a small differential, which makes it smaller, lighter and less expensive.
  • the power output assembly includes the above-mentioned motor 100 and differential assembly 200. Please refer to Figures 2 to 4 in conjunction.
  • Figure 3 is a cross-sectional view of the power assembly in Figure 1;
  • Figure 4 is a cross-sectional view of the power assembly provided by this application.
  • the electric machine 100 also includes a motor shaft 150 and a rotor 140
  • the differential assembly 200 includes a side gear 210 .
  • the first shaft housing 151 of the motor shaft 150 and the second shaft housing 152 are fixed to the first shaft housing 151 .
  • the rotor 140 is fixed outside the first shaft housing 151 .
  • the differential assembly 200 is mounted within the second axle housing 152 .
  • first shaft housing 151 and the second shaft housing 152 are two separate housing structures, which can be connected through threads.
  • Figure 5 is a cross-section along the A-A direction of Figure 2.
  • picture. Can be connected via bolts 155.
  • the differential assembly 200 is installed in the motor shaft 150, which avoids the need to separately provide a housing for the differential assembly 200 and a separate accommodation space for installing the differential assembly 200, making the power output assembly of the present application smaller in size. Lighter weight.
  • the differential assembly 200 is installed on the motor shaft 150, and the arrangement position of the differential assembly 200 on the reducer 300 is changed, thereby reducing the torque that the differential assembly 200 needs to bear when driving, Therefore, the structural requirements for the differential assembly 200 are reduced, the volume and size of the power output assembly are further reduced, and flexible arrangement is achieved.
  • FIG. 6 is a diagram of the differential assembly shown in FIG. 4 .
  • Figure 7 is a cross-sectional view of the differential assembly in Figure 6 along the CC direction.
  • the first shaft housing 151 includes a fixed hole 153.
  • the side gear 210 includes an interconnected gear set 2102 and a connecting shaft 2101.
  • the connecting shaft 2101 is equipped with a fixed bearing 212 and a sheath 213.
  • the sheath 213 is mounted on the fixed bearing 212. outside.
  • the second shaft housing 152 is provided with an accommodating cavity 160 and a first through hole 158 connected with the accommodating cavity 160 .
  • the first through hole 158 is aligned with and connected with the fixing hole 153 .
  • the gear set 2102 is accommodated in the accommodation cavity 160, and the connecting shaft 2101 is installed in the fixed hole 153 and the first through hole 158 through the fixed bearing 212 respectively.
  • the side gear 210 is also provided with a spline 211.
  • the spline 211 is used to connect other input shafts externally, so that the power of the motor 100 can be adjusted through the side gear 210 of the differential assembly 200 and then pass through the spline 211 and other input shafts. transmitted to components requiring power.
  • the sheath 213 is located between the bolt 155 and the two-axis housings to disperse the fixing force of the bolt 155, increase the stress-bearing area, and prevent wear of the bolt 155 and the two-axis housings. In turn, the connections between the differential components 200 are loosened, causing the overall structure of the differential assembly 200 to malfunction.
  • the first shaft housing 151 is provided with an input shaft mounting hole 157 , and the first shaft housing 151 includes a fixing block 159 protruding toward the input shaft mounting hole 157 .
  • the hole 153 is provided on the fixing block 159, and the fixing hole 153 communicates with the input shaft mounting hole 157.
  • the differential assembly 200 is installed on the motor shaft 150 through the input shaft mounting hole 157 and the fixing hole 153 provided on the first shaft housing 151 .
  • the arrangement of the fixed block 159 further ensures the stability of the differential assembly 200 when installed on the motor shaft 150 .
  • the second shaft housing 152 includes a mounting surface connected to the first shaft housing 151 , and the accommodating cavity 160 passes through the mounting surface to form the first through hole 158 .
  • the differential assembly 200 is connected to the motor shaft 150, the first shaft housing 151 and the second shaft housing 152 are provided separately, and the differential assembly 200 is accommodated in the accommodation cavity 160.
  • the bolts 155 are set on the installation surface, and the first shaft housing 151 and the second shaft housing 152 are connected through the bolts. 155 fixed together.
  • the differential assembly further includes at least two planetary gears 220.
  • Each planetary gear 220 includes a rotating shaft 221 and a planetary gear set 222 connected to the rotating shaft 221.
  • the second shaft housing 152 is also provided with a container.
  • a pivot mounting hole 156 is provided to communicate with the cavity.
  • Each rotating shaft 221 is pivotally installed in the corresponding pivot mounting hole 156 .
  • the planetary gear set 222 and the gear set 2102 of the present application mesh with each other in the accommodation cavity 160
  • the planetary gear set 222 is integrally formed with the core shaft.
  • the planetary gear set 222 meshes with the gear set 2102 to transmit torque to the side gears 210.
  • the planetary gear 220 revolves around the axis of the fixed bearing 212, thereby achieving the output of rotational differential speed and torque.
  • a rotating shaft sliding bearing 226 is also provided.
  • the planetary gears 220 include three, the number of the pivot mounting holes 156 is also three, and the axis angles between the planetary gears 220 are distributed at 120 degrees. It can be understood that in order to ensure the stability of the differential assembly 200 during operation, the planetary gears 220 need to be evenly arranged between the side gears 210, thereby ensuring the stability and stability of the planetary gears 220 when transmitting torque to the side gears 210. unity.
  • the planetary gears 220 include four, the number of pivot mounting holes 156 is also four, and the axis angles between the planetary gears 220 are distributed at 90 degrees. It can be understood that when the rotating shafts 221 of the planetary gears 220 are arranged perpendicularly to each other, the planetary gear set 222 is relatively stable at this time. Using four planetary gears 220 can increase the working torque of the differential assembly 200 by about 15%. Likewise, with the same torque, this setup can reduce volume and weight by about 15%.
  • the line connecting the axes of each two opposite planetary gears 220 and the axis of the side gear 210 are perpendicular to each other.
  • the design of the central core shaft is saved in the entire power output assembly, which further saves the structural space of the power output assembly, making its structure more simplified and reducing size and weight.
  • more differential oil can be injected into the accommodation cavity formed by it, which makes it easier to extend the applicability of the differential assembly 200 and reduce the frequency of differential oil replacement, which is beneficial to More user friendly.
  • Figure 8 is a partial enlarged view of the planetary gear in Figure 6
  • Figure 9 is a cross-sectional view of the differential assembly in Figure 6 along the B-B direction.
  • Each rotating shaft 221 is provided with an oil inlet hole 224 and an oil outlet hole 223 connected with the oil inlet hole 224.
  • the oil inlet hole 224 extends to penetrate the corresponding planetary gear set 222 to communicate with the accommodation cavity 160.
  • the oil outlet hole 223 extends to It passes through the rotating shaft 221 to communicate with the corresponding pivot mounting hole 156 .
  • differential oil can effectively protect differential components to a certain extent, and it has lubrication, anti-wear thermal stability and cooling functions.
  • the differential assembly 200 When the differential assembly 200 is operating normally, the differential assembly 200 revolves, and at the same time, the planetary gear set 222 rotates and meshes with the gear set 2102 .
  • the differential oil stored in the chamber is thrown out from the oil inlet hole 224 along the rotating shaft 221 into the differential assembly 200 by the centrifugal force of rotation, and then flows out through the oil outlet hole 223 and returns to the chamber.
  • the oil inlet hole 224 is provided along the axial direction of the rotating shaft 221 and extends to penetrate the corresponding planetary gear set 220 .
  • the oil outlet hole 223 extends along the direction perpendicular to the axis of the rotating shaft 221 and penetrates the rotating shaft 221 . It can be understood that when the differential assembly 200 is revolving, the planetary gear 220 is rotating, and the oil outlet hole 223 is provided along the rotating shaft 221 to ensure that the differential oil can be lubricated in time when the differential assembly 200 is working normally and slow down Friction of differential components and cooling them.
  • the oil outlet hole 223 only penetrates To the position of the rotating shaft 221, it is ensured that the differential oil enters the rotating shaft 221 and the rotating shaft sliding bearing 226.
  • a spiral oil groove 225 is also provided on the rotating shaft 221, and the spiral oil groove 225 is connected with the oil outlet hole 223. Furthermore, in order to ensure the lubrication effect of the differential, the differential oil thrown out from the oil inlet hole 224 flows out to the rotating shaft sliding bearing 226 along the spiral oil groove 225 and plays a lubricating effect.
  • FIG. 10 is a cross-sectional view of the reducer in FIG. 1 .
  • the first shaft housing 151 and the second shaft housing 152 are coaxially arranged.
  • Each reducer 300 includes a power input shaft 310 (390).
  • Differential assembly 200 includes two side gears 210 .
  • the power input shaft 310 of the reducer 300 away from the differential assembly 200 passes through the first shaft housing 151 and then extends into the second shaft housing 152 to connect one of the side gears 210 .
  • the power input shaft 390 of the other reducer 300 extends into the second shaft housing 152 and is connected to the other side gear 210 .
  • the two power input shafts 310 (390) and the motor shaft 150 are coaxially arranged.
  • the power input shaft 310 (390) directly transmits it to other transmission structures without going through the energy consumption of other gear sets, which reduces the energy consumption in the transmission process. Consumption of medium kinetic energy.
  • one power input shaft 310 is connected to the fixed bearing 212 of the side gear 210 through the input shaft mounting hole 157 and the fixed hole 153; the other power input shaft 390 is connected to the fixed bearing of the other side gear 210 through the first through hole 158.
  • the two reducers 300 divide the single power output by the motor 100 into first power and second power that are independent of each other. Moreover, the reducer 300 can also reduce the speed and increase the torque of the first power and the second power respectively to provide two independent output powers, so that it can be flexibly arranged to match the usage conditions of the entire vehicle and achieve a variable architecture.
  • the power input shaft 310 (390) is provided with a first power bearing 311 and a second power bearing 312, which are firmly connected to the power input shaft 310 (390) through interference fit and bear its rotation.
  • FIG. 14 is a schematic diagram of the powertrain layout structure of other embodiments provided in this application.
  • Each reducer 300 also includes a power output shaft 370 , which is coaxially arranged and not axially arranged with the motor shaft 150 .
  • the power output shaft 370 and the power input shaft 310 (390) are located on the same straight line.
  • the motor shaft 150 rotates and outputs power to the power input shaft 310 (390)
  • the power input shaft 310 (390) does not pass through other
  • the energy consumption of the gear set is directly transmitted to the power output shaft 370, which reduces the consumption of kinetic energy during the transmission process.
  • the power output shaft 370 and the motor shaft 150 are both coaxially disposed.
  • power input The source of the power input to the shaft 310 (390) is the same.
  • the left and right reducers 300 and the motor 100 are on the same line structurally, and the axes of the power input shaft 310 (390) and the motor shaft 150 are also on the same line.
  • the power input shaft 310 (390) and the motor shaft 150 can be set as an integrated shaft, thereby reducing the loss of the input power passing through the connecting structure.
  • both the power output shaft 370 and the motor shaft 150 are disposed asynchronously.
  • the power output shaft 370, the motor shaft 150 and the power input shaft 310 (390) are all arranged on different axes, and each axis is no longer on the same straight line. They are transmitted through each spline 341 or gear set, so that the entire The output of the powertrain is more flexible, and the direction of the output can be changed by changing the installation position of the power output shaft 370, which provides the possibility of variability in the vehicle's drive output.
  • the splines 341 are provided on the left and right sides of the power output shaft 370, and the output power, which is output to the reducer 300 and then decelerated and torque increased, is transmitted to the wheel transmission system through the power output shaft 370.
  • the reducer 300 decelerates and increases the torque of the input power through the meshing transmission between the gear parts. Its speed ratio and the degree of deceleration and torque increase are changed by changing the number of gear teeth. Therefore, when the torque of the reducer 300 needs to be increased, a gear with a small number of gear teeth is used to drive a gear with a large number of gears, thereby achieving the deceleration function.
  • each reducer 300 further includes an intermediate shaft 320 , a first gear member 330 and a second gear member 340 .
  • the intermediate shaft 320 is provided with a gear portion 325
  • the first gear member 330 is provided on the intermediate shaft 320 .
  • the two power input shafts 310 (390) are provided with a driving gear member 315, and the first gear member 330 is connected to the driving gear member 315.
  • the second gear member 340 is disposed on the power output shaft 370 and meshes with the gear portion 325 .
  • the intermediate shaft 320 is disposed above the power output shaft 370 in the direction of gravity.
  • the power input shaft 310 When power is output, the power input shaft 310 (390) rotates, the driving gear member 315 meshes with the first gear member 330 and rotates, driving the intermediate shaft 320 to rotate together, and the gear portion 325 meshes with the second gear member 340, corresponding to deceleration.
  • the power output end of the device 300 is provided with a spline 341, which meshes with the power output shaft 370 to drive the second gear member 340 and the power output shaft 370 to rotate together to transmit the output power to the vehicle tires to complete power transmission.
  • each gear member in each reducer 300 includes a gear portion 325, a first gear member 330, a second gear member 340 and a driving gear member 315.
  • the center distance between each gear member is based on actual needs. , can be set in the same or different settings, providing the possibility to diversify the powertrain.
  • the intermediate shaft 320 is provided with a first transmission bearing 321 and a second transmission bearing 322, which are firmly connected to the intermediate shaft 320 through interference fit to bear its rotation.
  • the second gear member 340 is provided with an output bearing 342 passing through the second gear member 340. The loose fitting is firmly connected to ensure its rotation.
  • the arrangement of the first transmission bearing 321 and the second transmission bearing 322 supports and fixes the intermediate shaft 320 and bears part of the radial load.
  • FIG. 15 shows the intermediate shaft in the differential assembly shown in FIG. 2 And the structural diagram of the gear assembly.
  • the axis center of the intermediate shaft 320 is located above the axis centers of the power output shaft 370 and the motor shaft 150 along the direction of gravity, and the axis center of the intermediate shaft 320 is triangularly distributed with the axis centers of the power output shaft 370 and the motor shaft 150 .
  • the center of gravity of the intermediate shaft 320 is relatively high, and the oil coolant will not hang on the gear part 325, thus preventing the gear part 325 from moving in the oil coolant, causing oil churning losses, and affecting the cooling efficiency of the oil cooling part 500.
  • This will affect the cooling effect inside the entire powertrain and affect the service life.
  • the triangular arrangement on the gears of the reducer 300 causes the radial forces between the gears of the reducer 300 to cancel each other out, preventing the reducer 300 from generating excessive noise and vibration during operation, thereby affecting the entire powertrain, thereby improving efficiency.
  • the NVH index of the vehicle with this powertrain enhances the experience and comfort of the drivers and passengers.
  • the motor controller 400 is disposed in a cavity surrounded by the motor housing 110 and the two reducers 300, and is used to control the output kinetic energy of the motor according to demand.
  • the motor controller 400 is connected to the motor 100 through bolts or a common housing, which reduces the size of the entire powertrain to a certain extent, and the installation distance between the motor controller 400 and the motor 100 is relatively close, making the motor control
  • the controller 400 controls the motor 100, the kinetic energy lost in transmission is smaller, so that the driving energy of the entire powertrain during operation can be reduced to a certain extent, thereby achieving energy saving.
  • the motor controller 400 is installed in the cavity, which protects the motor controller 400 from being affected by other structures.
  • the motor controller 400 is one of the key components of an electric vehicle. Its function is to convert the electric energy stored in the power battery into the electric energy required by the electric motor according to instructions such as gear position, accelerator, brake, etc., to control the start-up and operation of the electric vehicle. Driving conditions such as forward and reverse speed, climbing intensity, etc. may help the electric vehicle brake and store part of the braking energy in the power battery.
  • FIG. 11 is a schematic diagram of a motor housing of a powertrain provided by the present application.
  • each reducer 300 includes a reducer housing 350, and the reducer housing 350 is connected to two opposite end surfaces of the motor housing 110 respectively.
  • the powertrain also includes a controller cover 430.
  • the controller cover 430, part of the motor housing 110, and the end surface of each reducer 300 facing the motor housing 110 together form a sealed accommodation cavity 420.
  • the motor controller 400 Contained in a sealed containing cavity 420.
  • the motor controller 400 and the motor 100 are installed in a relatively close position, which avoids the possibility that the motor controller 400 and the motor 100 are at a certain distance from each other.
  • the motor controller 400 controls the motor kinetic energy is wasted due to the long distance.
  • FIG. 12 is a schematic structural diagram of the interior of the motor housing in FIG. 11 .
  • the motor controller 400 also includes a three-phase copper bar 410 .
  • the three-phase copper bar 410 extends into the oil cooling piece 500, and the oil cooling piece 500 is used to cool the heat taken out of the motor through the three-phase copper bar 410.
  • the three-phase copper bar 410 passes through the oil cooling piece 500 and is connected to the motor 100. , part of the three-phase copper bars 410 are inserted into the oil cooling liquid to further prevent the heat of the motor 100 from being transmitted to the motor controller 400 and increase the cooling burden on the oil cooling parts 500 inside the entire powertrain.
  • the motor 100 includes a stator assembly 130 .
  • the stator assembly 130 is similar to the stator assembly of a traditional motor. It is composed of silicon steel punching sheets and copper wire windings, and is fixedly connected to the inner hole of the motor housing 110 through interference fit or bolt connection.
  • the motor rotor assembly 140 is composed of silicon steel punching sheets and permanent magnets, and is firmly connected to the motor shaft 150 through interference fit. Both ends of the motor shaft 150 cooperate with the bearings 154 through interference fit or bolt connection to support the high-speed rotation of the motor shaft 150 and perform power output.
  • the motor rotor assembly 140 transmits the power to the motor shaft 150 through interference or key fit, and then to the differential assembly 200.
  • the power is divided into left and right paths through the differential assembly 200, and passes through the differential assembly 200 and the input shaft.
  • the transmission spline 211 between them is transmitted to the power input shaft 310 (390).
  • the three-phase copper bar 410 includes a main copper bar and a transfer copper bar that are connected to each other.
  • the main copper bar is connected to the motor controller 400 and inserted into the oil cooling liquid.
  • the transfer copper bar is arranged in the oil cooling part 500, and the transfer copper bar extends through the oil cooling part 500 and is connected to the stator assembly 130 for transmitting kinetic energy and thermal energy in the motor 100.
  • the three-phase copper bar 410 Inserting into the oil cooling piece 500 further prevents the heat energy inside the motor 100 from entering the motor controller 400 through the three-phase copper bar 410, thereby affecting the heat dissipation in the entire powertrain and increasing the cooling burden of the entire system.
  • the three-phase copper bars 410 can be directly overlapped with the stator terminals in the stator assembly 130 to directly cool the stator terminals, thereby achieving cooling at the heat generating areas of the motor 100, thereby improving the cooling of the motor 100. efficiency.
  • the motor housing 110 is provided with a through hole 440, and the three-phase copper bar 410 enters the interior of the motor housing 110 through the through hole 440, further realizing that the heat inside the motor is dissipated before entering the motor controller 400. It has undergone cooling treatment to ensure the service life of the motor controller 400.
  • the oil cooling component 500 is disposed below the motor 100 along the direction of gravity.
  • the oil cooling component 500 includes an oil cooling box (not shown), and the oil cooling box is integrated on the motor housing 110 .
  • the oil cooling element 500 By arranging the oil cooling element 500 below the motor 100 and the motor controller 400, and storing a sufficient amount of oil cooling liquid inside the oil cooling box, the oil cooling liquid circulates inside the motor controller 400 and the motor 100, and Oil cooler Under the cooling of the component 500, the entire powertrain interior is cooled, and since the oil cooling component 500 is located close to the motor 100 and the motor controller 400, it can provide oil cooling liquid to both of them at the fastest speed. It speeds up the cooling efficiency and further reduces the losses in the powertrain.
  • the powertrain also includes a suspension structure 21.
  • the suspension structure 21 is provided with four connection parts (points 11-14 in the figure) that are connected to the frame. Through these four connection parts, the power is transferred to the vehicle frame.
  • the assembly is fixed on the frame, and in a more specific embodiment, the center of mass 17 of the power assembly is located at or near the center of the four connections (points 11-14 in the figure). It can be understood that when the center of mass 17 of the powertrain is located at or near its center, due to the structural stability, the force on the powertrain and the suspension will be relatively balanced, and will not be caused by uneven force. One end is broken.
  • the power output shafts 370 on both sides can also achieve the same effect with the same minimum size, which is more beneficial to the powertrain layout and vehicle layout.
  • the differential assembly 200 transmits the first power and the second power to the left and right through the corresponding transmission splines 211 on the left and right sides respectively to the power input shaft 370 (390).
  • the two reducers 300 reduce the speed and increase the torque, and transmit the output power from the power input shaft 370 (390) to the power output under the action of the first gear member 330, the second gear member 340, the gear portion 325 and the driving gear member 315.
  • the triangular structure shown in Figure 14-a, the coaxial structure shown in Figure 14-b, and the linear structure shown in Figure 14-c are all powertrains of this application.
  • the achievable arrangement structures are not limited to the above four structural forms, and other similar deformed structures are also protected by this application.
  • the two reducers 300 in this application are exactly the same, and the two reducers 300 can also be designed differently according to different needs.
  • the speed ratios of the two reducers 300 can be set to the same or different settings.
  • the speed ratios of the two reducers 300 are set to Different deceleration rates are realized on different power output shafts 370 inside the powertrain, which can be applied under some special application conditions.
  • Another aspect of the present application also provides a vehicle, which includes the powertrain of any of the above embodiments. Therefore, the vehicle of the present application also has all the beneficial effects of the above-mentioned powertrain, which will not be described again here.

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

Abstract

Ensemble de rendement de puissance, groupe motopropulseur et véhicule. L'ensemble de rendement de puissance comprend un moteur (100) et un ensemble différentiel (200). Le moteur (100) comporte un arbre de distribution (150) et un rotor (140). L'arbre de distribution (150) comprend un premier logement d'arbre (151) et un second logement d'arbre (152) fixé au premier logement d'arbre (151). Le rotor (140) est relié de manière fixe à l'extérieur du premier logement d'arbre (151), et l'ensemble différentiel (200) est monté dans le second logement d'arbre (152). L'ensemble de rendement de puissance évite de fournir indépendamment un logement de l'ensemble différentiel et de fournir indépendamment un espace de réception pour monter l'ensemble différentiel, de sorte que la taille de l'ensemble de rendement de puissance soit plus petite.
PCT/CN2023/090391 2022-09-16 2023-04-24 Ensemble de rendement de puissance, groupe motopropulseur et véhicule WO2024055593A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
CN202211131304.2A CN115195460A (zh) 2022-09-16 2022-09-16 电驱系统及车辆
CN202222458462.0 2022-09-16
CN202222458462.0U CN218316251U (zh) 2022-09-16 2022-09-16 动力输出组件、动力总成及车辆
CN202211131304.2 2022-09-16
CN202320225716.6 2023-01-18
CN202320225716.6U CN219312511U (zh) 2022-09-16 2023-01-18 电驱系统及车辆

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WO2024055593A1 true WO2024055593A1 (fr) 2024-03-21

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104377881A (zh) * 2014-11-14 2015-02-25 中国第一汽车股份有限公司 一种新能源车用一体化驱动装置
CN105034798A (zh) * 2015-04-27 2015-11-11 谷伟 电动汽车动力总成
CN110696608A (zh) * 2018-07-09 2020-01-17 陕西汉德车桥有限公司 一种中央电机减速驱动桥及装有该驱动桥的车辆
US20200200247A1 (en) * 2018-12-20 2020-06-25 Lg Electronics Inc. Driving apparatus for electric vehicle
CN112677760A (zh) * 2019-10-18 2021-04-20 比亚迪股份有限公司 车桥总成及车辆
CN115195460A (zh) * 2022-09-16 2022-10-18 浙江凌昇动力科技有限公司 电驱系统及车辆
CN218316251U (zh) * 2022-09-16 2023-01-17 浙江凌昇动力科技有限公司 动力输出组件、动力总成及车辆

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104377881A (zh) * 2014-11-14 2015-02-25 中国第一汽车股份有限公司 一种新能源车用一体化驱动装置
CN105034798A (zh) * 2015-04-27 2015-11-11 谷伟 电动汽车动力总成
CN110696608A (zh) * 2018-07-09 2020-01-17 陕西汉德车桥有限公司 一种中央电机减速驱动桥及装有该驱动桥的车辆
US20200200247A1 (en) * 2018-12-20 2020-06-25 Lg Electronics Inc. Driving apparatus for electric vehicle
CN112677760A (zh) * 2019-10-18 2021-04-20 比亚迪股份有限公司 车桥总成及车辆
CN115195460A (zh) * 2022-09-16 2022-10-18 浙江凌昇动力科技有限公司 电驱系统及车辆
CN218316251U (zh) * 2022-09-16 2023-01-17 浙江凌昇动力科技有限公司 动力输出组件、动力总成及车辆

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