CN110450612B - Integrated electric drive assembly - Google Patents
Integrated electric drive assembly Download PDFInfo
- Publication number
- CN110450612B CN110450612B CN201910887872.7A CN201910887872A CN110450612B CN 110450612 B CN110450612 B CN 110450612B CN 201910887872 A CN201910887872 A CN 201910887872A CN 110450612 B CN110450612 B CN 110450612B
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- differential
- gear
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- shaft
- input gear
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- 238000009434 installation Methods 0.000 claims abstract description 35
- 230000007246 mechanism Effects 0.000 claims abstract description 17
- 230000005540 biological transmission Effects 0.000 claims description 29
- 238000002955 isolation Methods 0.000 claims description 19
- 230000002093 peripheral effect Effects 0.000 claims description 14
- 125000006850 spacer group Chemical group 0.000 claims description 14
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 12
- 230000007704 transition Effects 0.000 claims description 6
- 238000007731 hot pressing Methods 0.000 claims description 4
- 238000001816 cooling Methods 0.000 claims description 2
- 230000008901 benefit Effects 0.000 abstract description 3
- 239000003638 chemical reducing agent Substances 0.000 description 9
- 230000010354 integration Effects 0.000 description 5
- 238000003466 welding Methods 0.000 description 4
- 238000005299 abrasion Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000000314 lubricant Substances 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 238000007792 addition Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
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
- B60K1/00—Arrangement or mounting of electrical propulsion units
-
- 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
- B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
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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
- F16H48/00—Differential gearings
- F16H48/38—Constructional details
- F16H48/40—Constructional details characterised by features of the rotating cases
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Retarders (AREA)
Abstract
The invention discloses an integrated electric drive assembly which comprises a differential mechanism, a box body, an intermediate shaft, an intermediate constant-meshed gear, a motor, an input gear and an intermediate gear, wherein a first installation chamber, a second installation chamber and a third installation chamber are arranged in the box body, the differential mechanism is positioned in the first installation chamber, the end part of the differential mechanism is rotatably supported on the box body, the intermediate shaft is positioned in the second installation chamber, the two ends of the intermediate shaft are rotatably supported on the box body, the intermediate constant-meshed gear is fixed on the intermediate shaft, the intermediate constant-meshed gear is matched with the differential mechanism, a part of the motor is positioned in the third installation chamber, the motor is connected with the box body, a torque output end of the motor extends into the second installation chamber, the input gear is fixed at the torque output end, the intermediate gear is meshed with the input gear, and the intermediate gear is fixed on the intermediate shaft. The invention has the advantages of reducing cost and reducing installation space.
Description
Technical Field
The invention relates to the technical field of differentials, in particular to an integrated electric drive assembly.
Background
With the rapid development of the electric automobile industry, the requirements on the weight reduction of parts, the integration level of the parts and the efficiency are more and more strict. In the current market, the motor, the controller and the speed reducer are commonly manufactured separately, the motor and the speed changer are connected together through fasteners, and the motor and the controller are connected together through fasteners. Such a powertrain is bulky, of large external dimensions, while the space inside the vehicle is limited and restricted, and such an arrangement of the existing motor, controller and transmission occupies a large space inside the vehicle, presenting difficulties for the overall arrangement of the vehicle, and the overall cost is relatively high, and the high cost electric drive system lacks competitiveness. Meanwhile, the speed reducing mechanism and the motor shaft are connected through the spline, and the spline is in abrasion failure risk during long-term operation. In addition, all system sections of the existing scheme are manufactured independently, peripheral interfaces and fasteners are needed to be connected, the whole integration level is low, and the cost is high; meanwhile, the motor is connected with the speed reducer through the spline, the processing is complex, the weight reduction is not facilitated, and the integration level of the whole system is low.
Disclosure of Invention
The invention provides an integrated electric drive assembly which reduces cost and installation space.
The technical scheme for achieving the purpose is as follows:
the utility model provides an integrated electric drive assembly, includes differential mechanism, box, jackshaft, middle constant mesh gear, motor, input gear, intermediate gear, is equipped with first installation room, second installation room and third installation room in the box, differential mechanism is located first installation room, the tip of differential mechanism rotatably supports on the box, the jackshaft is located the second installation room, the both ends of jackshaft rotatably support on the box, middle constant mesh gear is fixed on the jackshaft, middle constant mesh gear cooperates with differential mechanism, a portion of motor is located the third installation room, the motor is connected with the box, the torque output end of motor extends to in the second installation room, input gear is fixed in the torque output end, the jackgear meshes with input gear, the jackgear is fixed on the jackshaft.
The invention has the following advantages:
in the invention, the torque output end of the motor extends into the second installation chamber, and the input gear is fixed at the torque output end, so that spline connection is not used for the input gear in the speed reducing mechanism and the torque output end of the motor, the problem of abrasion caused by spline connection can be effectively solved, the reliability of the power assembly is improved, and the service life of the power assembly is prolonged. In addition, for the multi-bearing and two-shaft transmission of the existing scheme, the scheme cancels the input shaft of the speed reducer, so that the whole system structure is more compact, the light weight and the miniaturization of the existing scheme are facilitated, and the aim of low cost is fulfilled. Simultaneously, compared with the prior art, the controller shell, the speed reducer shell and the motor shell are manufactured independently, all the plates are connected through fasteners and the like, the whole system is low in integration level, and the scheme is low in cost through high integration of the system box body.
Drawings
FIG. 1 is a schematic diagram of an integrated electric drive assembly according to the present invention;
FIG. 2 is a schematic diagram of a differential mechanism according to the present invention;
FIG. 3 is a schematic cross-sectional view of a differential according to the present invention;
FIG. 4 is a schematic view of a differential housing in the present invention;
FIG. 5 is a schematic illustration of the differential housing and bearings of FIG. 2 with the differential housing and bearings hidden;
FIG. 6 is a schematic cross-sectional view of FIG. 5;
marking in the accessory:
a is a differential, 10 is a differential shell, 11 is a cavity, 12 is a first mounting hole, 13 is a second mounting hole, 14 is a limiting flange, and 15 is a neck;
20 is a half-shaft gear, and 21 is a first annular groove;
30 is a shaft, 31 is a collar slot, 32 is a collar,
40 is a transmission gear;
50 is a differential input gear, 51 is an annular portion;
60 is a bearing;
70 is a first isolation member, 71 is a first extension, 72 is a first arcuate transition, 73 is a second extension, and 74 is a second arcuate transition;
80 is a second spacer member;
90 is a box body, 90a is a controller installation chamber, 91 is a first installation chamber, 92 is a second installation chamber, 93 is a third installation chamber, 94 is an intermediate shaft, 95 is an intermediate shaft bearing, 96 is an intermediate constant mesh gear, 97 is an input gear, 98 is an intermediate gear, 99 is a motor body, B is a torque output end, 100 is a motor right bearing, 101 is a motor left bearing, 102 is a rotating shaft, 103 is an oil seal, 104 is a shaft sleeve, 105 is a motor rear end cover, and 106 is an inner water sleeve.
Detailed Description
As shown in fig. 1, the integrated electric drive assembly of the present invention includes a differential a, a housing 90, an intermediate shaft 94, an intermediate constant mesh gear 96, a motor, an input gear 97, and an intermediate gear 98, and the following details of the parts and their relationships are described below:
as shown in fig. 2, the differential a includes a differential case 10, a side gear 20, a half shaft (not shown), a shaft 30, a transfer gear 40, and a differential input gear 50, each of which is described in detail below, along with the relationship therebetween:
as shown in fig. 1 to 3, the differential case 10 has a hollow cavity 11, and the cavity 11 of the differential case 10 is preferably provided as a spherical cavity, and the spherical cavity 11 can provide a larger mating surface between the side gears 20 and the transmission gears 40 fitted in the cavity and the differential case 10, so that the stability of the side gears 20 and the transmission gears 40 is better. The differential case 10 is provided with first mounting holes 12 at both ends thereof, and two opposing second mounting holes 13 are provided on the peripheral surface of the differential case 10. The outer shape of the differential case 10 is preferably a sphere, and the differential case 10 of this shape provides the differential case 10 with a small space occupation.
As shown in fig. 2 to 4, the side gears 20 are located in the hollow cavity 11 of the differential case 10, two side gears 20 are used, the side gears 20 are preferably bevel gears, and the surface of the side gears 20 facing the inner wall surface of the cavity 11 of the differential case 10 is spherical, which facilitates the engagement of the side gears 20 with the cavity 11.
As shown in fig. 2 to 3, one end of the half shaft is fixedly connected to the side gear 20, and the other end of the half shaft is movably disposed on the differential case 10 after passing through the first mounting hole 12 on the differential case 10.
As shown in fig. 2, 3 and 5, both ends of the shaft 30 are respectively provided in the second mounting holes 13 on the peripheral surface of the differential case 10, the shaft 30 is in clearance fit with the second mounting holes 12, both ends of the shaft 30 are respectively provided with a collar groove 31, and after the end of the shaft 30 passes through the second mounting holes 13, the collar 32 is mounted in the collar groove 31, so that the end of the shaft 30 is axially limited, thereby limiting the axial play of the shaft 30. The axial direction of the second mounting hole 13 is perpendicular to the axial direction of the first mounting hole 12.
As shown in fig. 2 to 4, a transmission gear 40 is provided on the shaft 30, and two transmission gears 40 are mounted on the shaft 30, and the transmission gears 40 are engaged with the side gears 20. The two side gears 20 and the two transmission gears 40 are symmetrically arranged, and after the two side gears 20 and the two transmission gears 40 are meshed with each other, the side gears 20 and the transmission gears 40 mutually form axial limit. The two drive gears 40 are spread apart by the side gears 20 such that the side gears 20 act as a stop for one end of the two drive gears 40, preventing axial movement of the drive gears 40 along the shaft 30. The other end of the transmission gear 40 is limited by the differential case 10, so that both ends of the transmission gear 40 are axially limited, respectively, thereby preventing the transmission gear 40 from moving axially. Since the side gears 20 are two and are respectively on both sides of the shaft 30, the side gears 20 are respectively engaged with the two transmission gears 40, thereby balancing the stress of the two transmission gears 40. One end of the side gear 20 is restrained by the differential case 10, and at the same time, the side gear 20 is restrained in the opposite direction by the movable gear 40, so that the other end of the side gear 20 is restrained.
As shown in fig. 2 to 3, the differential input gear 50 is fitted around the peripheral surface of the differential case 10, the differential input gear 50 and the differential case 10 are fixed in the peripheral direction of the differential input gear 50 and the differential case 10, and welding is preferably used for the differential input gear 50 and the differential case 10. The differential input gear 50 preferably employs a helical gear. The differential input gear 50 meshes with a power output gear (not shown) of the transmission, and power output from the transmission is transmitted to the differential input gear 50, thereby operating the differential.
As shown in fig. 2 to 4, preferably, a limit flange 14 is provided on the peripheral surface of the differential case 10, and the limit flange 14 is abutted against the axial end surface of the differential input gear 50, so that the limit flange 14 limits the axial direction of the differential input gear 50, and the limit flange 14 contributes to the stability of the installation of the differential input gear 50. The annular flange 14 is annular, and the annular flange 14 is integrally formed with the differential case 10.
As shown in fig. 2 to 4, the two ends of the differential input gear 50 are provided with annular portions 51 extending in the axial direction, and after the annular portions 51 are in interference fit with the limit flange 14, the differential input gear 50 and the differential case 10 are welded and fixed. The inner circle of the annular portion 51 is in interference fit with the limit flange 14, and when the differential works, the differential can bear a part of circumferential acting force, so that the circumferential acting force born by the welding position of the differential input gear 50 and the differential housing 10 is reduced, the welding position is protected, and the assembly of the differential input gear 50 and the differential housing 10 is more stable.
As shown in fig. 2 to 3, the differential case 10 further includes bearings 60, two ends of the differential case 10 are respectively provided with a neck portion 15 surrounding the first mounting hole 12, the bearings 60 are mounted on the neck portion 15, when the neck portion 15 is disposed around the first mounting hole 12, the neck portion 15 is in a ring shape, and an inner hole of the neck portion 15 is integrated with the first mounting hole 12, so that a portion for supporting the half shaft is increased, and the neck portion 15 is preferably in a structure integrally formed with the differential case 10, so that stability of the half shaft is improved.
As shown in fig. 3, 5 and 6, the differential case 10 and the side gear 20 further include a first spacer member 70 having a smaller friction coefficient, the first spacer member 70 being located between the differential case 10 and the side gear 20, one end of the first spacer member 70 being in clearance fit with the differential case 10, and the other end of the first spacer member 70 being in clearance fit with the side gear 20. The friction coefficient of the first spacer 70 is smaller than that of the differential case 10 and the side gear 20, so that the wear of the differential case 10 and the side gear 20 can be reduced, and at the same time, the first spacer 70 also plays a role in adjusting the clearance between the differential case 10 and the side gear 20, and in adjusting the clearance between the side gear 20 and the transmission gear 40, so that the assembly accuracy is improved, and the stability of transmission is further improved.
As shown in fig. 3, 5 and 6, one end of the first isolation member 70 is provided with a first extension portion 71, the first mounting hole 12 is a stepped hole, and the first extension portion 71 is in clearance fit with the large-diameter hole of the first mounting hole 12; the first extension portion 71 extends along the axial direction of the first isolation member 70, a first arc-shaped transition portion 72 is provided between the first extension portion 71 and the first isolation member 70, and the position of the first isolation member 70 is maintained by the cooperation of the first extension portion 71 and the first mounting hole 12.
As shown in fig. 3, 5 and 6, the other end of the first spacer member 70 is provided with a second extension 73, the peripheral surface of the side gear 20 is provided with a first annular groove 21, and the second extension 73 is in clearance fit with the first annular groove 21. The first annular groove 21 extends along the axial direction of the first isolation member 70, and a second arc-shaped transition portion 74 is provided between the second extension portion 73 and the first isolation member 70, and the position of the first isolation member 70 is further maintained by the second extension portion 73.
As shown in fig. 3, 5 and 6, a second spacer member 80 having a smaller friction coefficient than the differential case 10 and the transmission gear 40 is further included, and the second spacer member 80 is located between the differential case 10 and the transmission gear 40. The friction coefficient of the second spacer 80 is smaller than that of the differential case 10 and the side gear 20, so that the wear of the differential case 10 and the side gear 20 can be reduced, and at the same time, the second spacer 80 also plays a role in adjusting the clearance between the differential case 10 and the side gear 20, and in adjusting the clearance between the transmission gear 40 and the side gear 20, so that the accuracy of assembly is improved, and the stability of transmission is further improved.
As shown in fig. 1, a first installation chamber 91, a second installation chamber 92, and a third installation chamber 93 are provided in the case 90, and a controller installation chamber 90a is further provided in the case 90, and the controller installation chamber 90a is provided on one side of the third installation chamber 93. The differential a is located in the first installation chamber 91, and the end portions of the differential a are rotatably supported on the case 90, and both ends of the differential a are respectively supported on the case 90 through bearings 60, so that the differential case 10 can be rotated when torque acts on the differential input gear 50. An intermediate shaft 94 is located in the second mounting chamber 92, both ends of the intermediate shaft 94 are rotatably supported on the case 90, and both ends of the intermediate shaft 94 are respectively supported on the case 90 through intermediate shaft bearings 95. The intermediate constant mesh gear 96 is fixed on the intermediate shaft 94, the hole on the intermediate constant mesh gear 96 is a smooth hole, and the intermediate constant mesh gear 96 is fixed with the intermediate shaft 94 by adopting a hot pressing mode. The intermediate constant mesh gear 96 mates with the differential and the intermediate constant mesh gear 96 meshes with the differential input gear 50 in the differential.
As shown in fig. 1, the casing in the present invention integrates the motor casing and the controller casing together to form a casing 90, eliminating the right casing, the motor casing and the controller casing of the speed reducer in the prior art; meanwhile, an input shaft in the speed reducer is canceled, and a torque output end of the motor is directly connected with an input gear in the speed reducer, so that spline connection is canceled; compared with the existing three-bearing and four-bearing scheme, the scheme has the advantage that only two bearings are needed for supporting the whole transmission process of the torque output end of the motor and the input gear of the speed reducer.
As shown in fig. 1, a part of the motor is located in the third installation chamber 93, the motor is connected with the box 90, a torque output end B of the motor extends into the second installation chamber 92, an input gear 97 is fixed to the torque output end, and the input gear 97 is fixed to the torque output end B in an interference hot-pressing manner.
As shown in fig. 1, an intermediate gear 98 meshes with the input gear, and the intermediate gear 98 is fixed to the intermediate shaft 94. The intermediate shaft 94 is provided with a shaft shoulder, one end of the intermediate shaft 94 is axially limited by the shaft shoulder, and the other end of the intermediate shaft 94 is axially limited by the intermediate shaft bearing 95.
As shown in fig. 1, the motor includes a motor body 99, a motor right bearing 100, and a motor left bearing 101, the motor right bearing 100 is fixed on a motor rear end cover 105, the motor rear end cover 105 is fixed with the box 90, the motor left bearing 101 is fixed on the box 90, the motor body 99 includes a rotating shaft 102 having the torque output end B, one end of the rotating shaft 102 is matched with the motor right bearing 100, and the other end of the rotating shaft 102 is matched with the motor left bearing 101.
As shown in fig. 1, the motor left bearing device further comprises an oil seal 103 and a shaft sleeve 104 for limiting the motor left bearing 101, the oil seal 103 is sleeved on the rotating shaft 102, the oil seal 103 is matched with one end of the motor left bearing 101, the shaft sleeve 104 is sleeved on the other end of the rotating shaft 102, the shaft sleeve 104 is in clearance fit with the rotating shaft 102, one end of the shaft sleeve 104 is matched with the other end of the motor left bearing 101, and the other end of the shaft sleeve 104 abuts against one end of the input gear. The oil seal 103 prevents the lubricant in the second chamber 92 from entering the third chamber, and prevents the lubricant from entering the motor.
As shown in fig. 1, an inner water jacket 106 for cooling the motor is further included, and the inner water jacket 106 is integrally fixed to the tank 90 by friction welding. An inner water jacket 106 is located in the third installation chamber 93 and is fixed to the case 90, the inner water jacket 106 surrounds the motor, and a hollow portion between the inner water jacket 106 and the rotating shaft 102 is used for installing components such as a stator and a rotor of the motor. The outer peripheral surface of the inner water jacket 106 is provided with a plurality of annular protrusions which are arranged at intervals along the axial direction of the inner water jacket 106, water supply flow channels are formed between two adjacent annular protrusions, and the annular protrusions are provided with notches so that the two adjacent channels are communicated with each other.
The working process of the invention is as follows: the rotor at the motor side rotates to drive the rotating shaft 102 to rotate, power is transmitted to the input gear 97 of the speed reducer, and the input gear 97 is meshed with the intermediate gear 98, so that power transmission is realized; the intermediate shaft 94 meshes with the differential input gear 50 to transmit power to the differential a, which transmits power to the axle shafts through the internal drive gear 40 and the side gears 20, which transmit power to the entire vehicle, thereby achieving power transmission of the entire system.
The specific embodiments described herein are merely illustrative of the present patent. Those skilled in the art may make various modifications or additions to the described embodiments or substitutions thereof without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.
Claims (7)
1. The integrated electric drive assembly comprises a differential, a box body, an intermediate shaft, an intermediate constant-meshed gear, a motor, an input gear and an intermediate gear, wherein a first installation chamber, a second installation chamber and a third installation chamber are arranged in the box body;
the differential includes: the differential mechanism shell is provided with a hollow cavity, two ends of the differential mechanism shell are respectively provided with a first mounting hole, and two opposite second mounting holes are formed in the peripheral surface of the differential mechanism shell;
a side gear located within the hollow cavity of the differential housing;
one end of the half shaft is fixedly connected with the half shaft gear, and the other end of the half shaft penetrates through a first mounting hole on the differential shell and then is movably arranged on the differential shell;
the two ends of the shaft are respectively arranged in second mounting holes on the peripheral surface of the differential shell;
the transmission gear is arranged on the shaft and is meshed with the half-shaft gear;
the differential input gear is sleeved on the peripheral surface of the differential shell, and the differential input gear and the differential shell are fixed along the peripheral directions of the differential input gear and the differential shell;
the novel differential mechanism comprises a differential mechanism shell, a differential gear, a transmission gear, a first isolation part, a second isolation part, a first gear and a second gear, wherein the first isolation part is positioned between the differential mechanism shell and the differential gear;
one end of the first isolation part is provided with a first extension part, the first mounting hole is a step hole, and the first extension part is in clearance fit in a large-diameter hole of the first mounting hole; the first extending part extends along the axial direction of the first isolation part, a first arc-shaped transition part is arranged between the first extending part and the first isolation part, and the position of the first isolation part is kept through the cooperation of the first extending part and the first mounting hole;
the other end of the first isolation part is provided with a second extension part, a first annular groove is formed in the peripheral surface of the side gear, the second extension part is in clearance fit with the first annular groove, the first annular groove extends along the axial direction of the first isolation part, a second arc-shaped transition part is arranged between the second extension part and the first isolation part, and the position of the first isolation part is further kept through the second extension part.
2. The integrated electric drive assembly of claim 1 further comprising an inner water jacket for cooling the motor, the inner water jacket being located in the third mounting chamber and secured to the housing, the inner water jacket surrounding the motor.
3. The integrated electric drive assembly of claim 1, wherein the motor comprises a motor body, a motor right bearing, and a motor left bearing, the motor left bearing being fixed to the housing, the motor body comprising a rotating shaft having the torque output end, one end of the rotating shaft being mated with the motor right bearing, the other end of the rotating shaft being mated with the motor left bearing;
still include the oil blanket and form spacing axle sleeve to motor left bearing, the oil blanket is in the pivot, and the oil blanket cooperates with the one end of motor left bearing, and the axle sleeve cover is in the other end of pivot, and the one end of axle sleeve cooperates with the other end of motor left bearing, and the other end of axle sleeve supports with the one end of input gear.
4. The integrated electric drive assembly of claim 1 wherein the intermediate constant mesh gear is fixed to the intermediate shaft by hot pressing and the input gear is fixed to the torque output by hot pressing.
5. The integrated electric drive assembly of claim 1, wherein the peripheral surface of the differential housing is provided with a stop flange that is in abutment with an axial end face of the differential input gear.
6. The integrated electric drive assembly of claim 5, wherein the differential input gear has axially extending annular portions at each end thereof that are in interference fit with the stop flange and then welded to the differential housing.
7. The integrated electric drive assembly of claim 1 further comprising a second spacer member having a coefficient of friction less than the differential housing and the drive gear, the second spacer member being positioned between the differential housing and the drive gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910887872.7A CN110450612B (en) | 2019-09-19 | 2019-09-19 | Integrated electric drive assembly |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910887872.7A CN110450612B (en) | 2019-09-19 | 2019-09-19 | Integrated electric drive assembly |
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| CN110450612A CN110450612A (en) | 2019-11-15 |
| CN110450612B true CN110450612B (en) | 2024-04-09 |
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| CN201910887872.7A Active CN110450612B (en) | 2019-09-19 | 2019-09-19 | Integrated electric drive assembly |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112193044A (en) * | 2020-09-30 | 2021-01-08 | 西门子电动汽车动力总成***(上海)有限公司 | Electric drive assembly system and vehicle |
| CN114312266A (en) * | 2020-09-30 | 2022-04-12 | 比亚迪股份有限公司 | Coaxial integrated electric drive system, transmission and automobile |
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| CN107939939A (en) * | 2017-11-21 | 2018-04-20 | 宁波上中下自动变速器有限公司 | A kind of automobile differential |
| CN108799443A (en) * | 2018-07-10 | 2018-11-13 | 重庆青山工业有限责任公司 | A kind of differential assembly of automotive transmission |
| CN109398060A (en) * | 2018-12-11 | 2019-03-01 | 北京宏瑞汽车科技股份有限公司 | A kind of integrated electric drive system |
| CN209385595U (en) * | 2018-12-11 | 2019-09-13 | 上海伊控动力***有限公司 | A kind of compact integrated differential mechanism |
| CN109469720A (en) * | 2019-01-11 | 2019-03-15 | 重庆青山工业有限责任公司 | The differential assembly of automobile front drive speed changer |
| CN210526275U (en) * | 2019-09-19 | 2020-05-15 | 重庆青山工业有限责任公司 | Integrated electric drive assembly mechanism |
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|---|---|
| CN110450612A (en) | 2019-11-15 |
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