CN210283867U

CN210283867U - New energy automobile and integrated form power assembly thereof

Info

Publication number: CN210283867U
Application number: CN201920869282.7U
Authority: CN
Inventors: 陈勇智; 刘平; 蔡央
Original assignee: Zhuzhou Gear Co Ltd
Current assignee: Zhuzhou Gear Co Ltd
Priority date: 2019-06-11
Filing date: 2019-06-11
Publication date: 2020-04-10
Anticipated expiration: 2029-06-11

Abstract

The utility model relates to a new energy automobile and integrated form power assembly thereof, integrated form power assembly include casing, motor and derailleur. An end cover is arranged in the containing cavity to divide the containing cavity into a motor containing cavity and a variable speed containing cavity. The motor includes a spindle rotatably mounted to an end cap. The main shaft has a motor end and a speed changing end. The motor end penetrates through the motor accommodating cavity and is rotatably connected with the side wall of the shell. The speed changing end extends into the speed changing accommodating cavity. The speed changer arranged in the speed change accommodating cavity comprises a main input gear and an annular limiting piece. The main input gear is sleeved on the main shaft and is in transmission connection with the main shaft. The limiting piece is sleeved and fixed at the speed changing end to axially limit the main input gear. Therefore, the integrated power assembly can perform unilateral test on the motor before the transmission is not completely installed, so that potential safety hazards of the motor are eliminated in advance, and the test and maintenance efficiency in the integrated power assembly production process is higher.

Description

New energy automobile and integrated form power assembly thereof

Technical Field

The utility model relates to a power transmission technical field especially relates to a new energy automobile and integrated form power assembly thereof.

Background

An integrated power assembly is widely used in modern machines as a driving device for generating power and transmitting the power to a working machine. The integrated power assembly comprises a shell, a driving motor and a transmission. In the manufacturing process of the integrated power assembly, a very important step is to perform performance test on the assembled integrated power assembly so as to ensure the qualification of the delivered product.

However, if a problem is found in the operation of the integrated power assembly during the testing process, the whole integrated power assembly needs to be disassembled, the defective parts are found out, and the integrated power assembly is reassembled after replacement or maintenance, so that the testing and maintenance efficiency of the integrated power assembly is low.

SUMMERY OF THE UTILITY MODEL

Therefore, it is necessary to provide a new energy vehicle and an integrated powertrain thereof with high testing and maintaining efficiency in the production process, aiming at the problem that the testing and maintaining efficiency of the conventional integrated powertrain is low in the production process.

An integrated powertrain, comprising:

the motor comprises a shell, a motor body and a speed change device, wherein the shell is of a hollow structure with an accommodating cavity, and an end cover is arranged in the accommodating cavity to divide the accommodating cavity into a motor accommodating cavity and a speed change accommodating cavity;

the motor comprises a main shaft which is rotatably arranged on the end cover, the main shaft is provided with a motor end and a speed changing end, the motor end penetrates through the motor accommodating cavity and is rotatably connected with the side wall of the shell, and the speed changing end extends into the speed changing accommodating cavity; and

install in the derailleur of variable speed holding intracavity, including main input gear and be annular locating part, main input gear cover is located the main shaft and with spindle drive is connected, the locating part cover is established and is fixed in the variable speed end carries out axial spacing to right main input gear.

In one embodiment, the speed changing end protrudes from the end cover and is suspended in the speed changing accommodating cavity, and the limiting member is sleeved and fixed on the speed changing end and abuts against one side of the main input gear, which is opposite to the motor accommodating cavity.

In one embodiment, the limiting member is a snap spring.

In one embodiment, the shift end extends through the shift receiving cavity and is rotatably coupled to a sidewall of the housing.

In one embodiment, the spindle further comprises a first bearing, a second bearing and a third bearing, the spindle is rotatably mounted to the end cover through the second bearing, the speed changing end passes through the speed changing accommodating cavity and is rotatably connected with the side wall of the housing through the first bearing, and the motor end passes through the motor accommodating cavity and is rotatably connected with the side wall of the housing through the third bearing.

In one embodiment, the limiting member is sleeved and fixed at the speed changing end, and is abutted against one end of the inner ring of the first bearing, which is opposite to the main input gear, and the main input gear is clamped between the inner ring of the first bearing and the inner ring of the second bearing.

In one embodiment, the limiting member is a lock nut, the lock nut is sleeved on the main shaft and screwed with the main shaft, and the lock nut is abutted against one end of the inner ring of the first bearing, which faces away from the main input gear.

In one embodiment, the transmission further comprises a limiting sleeve, and the limiting sleeve is sleeved on the main shaft and clamped between the first bearing and the main input gear.

In one embodiment, the end cap is provided with a mounting hole communicating the motor accommodating cavity and the speed change accommodating cavity, the main shaft is rotatably disposed through the mounting hole, and the integrated power assembly further includes an annular shaft sealing member, which is sleeved on the main shaft and sealed between the main shaft and the inner wall of the mounting hole.

A new energy automobile comprises an integrated power assembly.

According to the new energy automobile and the integrated power assembly thereof, as the limiting part is arranged at the speed changing end, the limiting part can axially limit other parts arranged on the main shaft while axially limiting the main input gear, so that the working environment of the motor during independent operation is the same as or similar to that of the motor during the complete operation of the integrated power assembly, and the purpose of independently testing the installed motor before the transmission is not completely installed is achieved. Therefore, in the production process of the integrated power assembly, the motor is installed firstly, and after the part on the main shaft is axially limited through the limiting part, the motor is tested independently, so that potential safety hazards in the motor are eliminated in advance. Therefore, the locating parts are arranged, so that even if the integrated power assembly has problems during integral test, the transmission is only required to be disassembled to check and solve the problems, the transmission is reassembled, the step of disassembling and assembling the motor is omitted, and the test maintenance efficiency in the production process of the integrated power assembly is greatly improved.

Drawings

Fig. 1 is a schematic structural diagram of an integrated power assembly according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of an integrated power assembly according to another embodiment of the present invention;

FIG. 3 is an enlarged view of a portion of the housing of the integrated powertrain of FIG. 1 or FIG. 2;

FIG. 4 is an enlarged fragmentary view of the integrated powertrain of FIG. 1;

FIG. 5 is an enlarged partial view of the integrated powertrain of FIG. 2;

FIG. 6 is an enlarged view of a portion of the main shaft of the integrated powertrain of FIG. 2.

Detailed Description

In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the accompanying drawings. Preferred embodiments of the present invention are shown in the drawings. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Referring to fig. 1, the present invention provides a new energy vehicle (not shown) and an integrated power assembly 100 thereof. The new energy automobile comprises an integrated power assembly 100. The most commonly used new energy automobile is an electric automobile. The integrated powertrain 100 is an important part of a vehicle driving system, and is mainly used for generating power and transmitting the power to wheels of an electric vehicle so as to drive the electric vehicle to walk on the ground.

Referring to fig. 2, the integrated power assembly 100 of the preferred embodiment of the present invention includes a housing 110, a motor 120 and a transmission 130.

The housing 110 has a hollow structure with a receiving cavity 111. An end cap 112 is disposed in the receiving cavity 111. The end cap 112 divides the housing cavity 111 into a motor housing cavity 1111 and a variable speed housing cavity 1112. The motor accommodating cavity 1111 is used for installing a motor, and the speed change accommodating cavity 1112 is used for installing a transmission. The housing 110 mainly functions as a support and a fixing.

In the present embodiment, the housing 110 includes a variable speed case 113 and a motor case 114. The transmission housing 113 is detachably connected to the motor housing 114. A housing chamber 111 is formed between the transmission housing 113 and the motor housing 114. The transmission housing 113 is a protective housing of the transmission, and is mainly used for mounting other components in the transmission and protecting the other components in the transmission. The motor housing 114 is a mounting protection shell of the driving motor, and is mainly used for mounting components such as a rotor and a stator in the driving motor and protecting the rotor and the stator. The casing 110 is provided with the speed-changing casing 113 and the motor casing 114, and the speed-changing casing 113 and the motor casing 114 are detachably connected, so that the casing 110 is integrated, the integrated degree of the integrated power assembly 100 is high, and the integrated power assembly 100 is more convenient to disassemble and assemble.

The motor 120 includes a spindle 121 rotatably mounted to the end cap 112. The main shaft 121 has a motor end 1211 and a transmission end 1212 opposite to each other. The motor end 1211 passes through the motor receiving cavity 1111 and is rotatably connected to the sidewall of the housing 110. The shift end 1212 extends into the shift receiving cavity 1112.

Thus, the manner of assembly of the shift end 1212 of the main shaft 121 includes two cases: one of them is, the speed changing end 1212 protrudes out of the end cap 112 and is suspended in the accommodating cavity; alternatively, the shift end 1212 passes through the motor receiving cavity 1111 and is rotatably connected to a sidewall of the housing 110.

The main shaft 121 is a single integral shaft formed by integrally molding a motor shaft and a transmission input shaft as a transmission shaft. Therefore, the main shaft 121 not only effectively ensures the coaxiality of the motor shaft and the input shaft in the transmission, which is beneficial to improving the NVH performance (namely, the performance of noise, vibration and sound vibration roughness) of the integrated power assembly 100, but also maximally compacts the structure of the integrated power assembly 100 in the axial direction of the main shaft 121 on the premise of ensuring the input torque of the power assembly, and effectively reduces the volume of the integrated power assembly 100.

Referring to fig. 3, in the present embodiment, the end cover 112 is provided with a mounting hole 1121 communicating the motor accommodating cavity 1111 and the variable-speed accommodating cavity 1112. The main shaft 121 is rotatably disposed through the mounting hole 1121. The integrated powertrain 100 also includes an annular shaft seal 140. The shaft seal 140 is sleeved on the main shaft 121 and sealed between the main shaft 121 and the inner wall of the mounting hole 1121.

Thus, when the main shaft 121 rotates relative to the end cap 112, effective sealing contact between the main shaft 121 and the inner wall of the mounting hole 1121 may be maintained. Therefore, the arrangement of the shaft seal 140 effectively reduces the probability of the situation that the lubricating oil in the transmission enters the motor to affect the working performance of the motor, greatly prolongs the service life of the motor, and further prolongs the service life of the integrated power assembly 100.

Further, in the present embodiment, the shaft seal 140 is an oil seal. The oil seal may be used as a dynamic seal or a static seal, in this embodiment the oil seal is used as a dynamic seal. The oil seal has the advantages of good sealing function, long service life, easy disassembly, light weight and the like. Therefore, the shaft seal 140 is oil-sealed, so that the sealing effect between the main shaft 121 and the inner wall of the mounting hole 1121 is better, and the shaft seal 140 also has the advantages of long service life, light weight and easiness in disassembly.

The transmission 130 is mounted in the transmission receiving cavity 1112. The transmission 130 includes a main input gear 131 and a ring-shaped stopper 132. The main input gear 131 is sleeved on the main shaft 121 and is in transmission connection with the main shaft 121. Thus, in the integrated powertrain 100, the motor drives the main shaft 121 to rotate, so as to drive the main input gear 131 to rotate, thereby realizing the transmission of kinetic energy from the motor 120 to the transmission 130.

Referring to fig. 4 and fig. 5, the limiting member 132 is sleeved and fixed at the shifting end 1212 to axially position the main input gear 131. Specifically, the limiting member 132 is located on a side of the main input gear 131 facing away from the motor receiving cavity 1111. The limiting member 132 may be a lock nut, a snap spring, a baffle, etc., as long as the main input gear 131 can be prevented from sliding along the main shaft 121.

The production process of the integrated power assembly 100 is as follows: firstly, the motor 120 is arranged in the shell 110; then, a main input gear 131 and a limiting member 132 in the transmission 130 are mounted on the main shaft 121, and the limiting member 132 axially limits the main input gear 131; then electrifying the motor 120 and testing the performance of the motor 120; if the motor 120 has no problem, continuing the subsequent assembly, if the motor 120 has a problem in the test process, firstly disassembling the motor 120 for troubleshooting and maintenance, and then reassembling the motor 120; after confirming that the motor 120 has no problem, installing the transmission 130; then, performing performance test on the integrated power assembly 100; after testing, if no problem is found, the integrated powertrain 100 is qualified, and if a problem occurs, the transmission 130 needs to be disassembled to check and solve the problem, and then the transmission 130 is reassembled until the integrated powertrain 100 is qualified in the testing.

Since the limiting member 132 is disposed at the transmission end 1212, the limiting member 132 axially limits the main input gear 131 and also axially limits other components mounted on the main shaft 121, so as to ensure that the working environment of the motor 120 during independent operation is the same as or similar to the working environment of the motor during complete operation of the integrated power assembly 100, and achieve the purpose of performing an independent test on the mounted motor 120 before the transmission 130 is not completely mounted. Therefore, the limiting member 132 is arranged, so that the integrated power assembly 100 can test the installed motor 120 independently before the transmission 130 is not completely installed, thereby eliminating the potential safety hazard of the motor 120 in advance, even if a problem occurs in the whole testing process of the integrated power assembly 100, the transmission 130 is only required to be disassembled to eliminate and solve the problem, and then the transmission 130 is reassembled, thereby eliminating the step of disassembling and assembling the motor 120, and greatly improving the testing and maintaining efficiency in the integrated power assembly production process.

Moreover, the limiting member 132 can axially limit the components on the spindle 121, so as to avoid the situation that the main input gear 131 or other components on the spindle 121 axially slide or even fall off from the spindle 121 when the motor 120 is tested alone, thereby ensuring the accuracy of testing alone the motor 120.

In addition, because the quality hidden trouble of the motor 120 can be eliminated in advance in the production process of the integrated power assembly 100, the unnecessary economic loss of the integrated power assembly 100 caused by factors such as assembly errors and the like is reduced.

Furthermore, when the problem occurs in the whole machine test of the integrated power assembly 100, the transmission 130 is only required to be opened to troubleshoot and solve the problem, and then the transmission 130 is reassembled, so that the step of disassembling the motor 120 to troubleshoot and solve the problem and then reassembling the motor 120 is omitted, so that the production efficiency of the integrated power assembly 100 is higher, and particularly the production efficiency in the batch production of the integrated power assembly 120 is higher.

Referring to fig. 2 and 5 again, in one embodiment, the shift end 1212 protrudes from the end cap 112 and is suspended in the shift accommodating cavity 1112. The limiting member 132 is sleeved and fixed at the transmission end 1212, and abuts against a side of the main input gear 131 facing away from the motor accommodating cavity 1111.

Therefore, the main shaft 121 is suspended in the variable-speed accommodating cavity 1112, so that the variable-speed end 1212 of the main shaft 121 is no longer directly connected to the housing 110, and the main shaft 121 can be mounted in the variable-speed accommodating cavity 1112. Compared with the prior art in which the variable-speed end 1212 of the main shaft 121 can only be mounted on the housing 110 through the mounting structure, the variable-speed end 1212 of the main shaft 121 is suspended in the variable-speed accommodating cavity 1112 and does not need to be connected with the housing 110, so that the length of the main shaft 121 is greatly reduced, the mounting structure between the variable-speed end 1212 of the main shaft 121 and the housing 110 is omitted, the structure of the integrated power assembly 100 is more compact, and the volume of the integrated power assembly 100 is effectively reduced.

Moreover, since the mounting structure between the transmission end 1212 of the main shaft 121 and the housing 110 is omitted, the processing cost of the integrated power assembly 100 can be reduced, the mass of the integrated power assembly 100 is reduced, and the integrated power assembly 100 is lighter.

In addition, the limiting member 132 abuts against the main input gear 131 to limit the axial installation position of the main input gear 131, so that the probability of the main input gear 131 being separated from the main shaft 121 during the motor individual test or the operation of the integrated power assembly 100 is greatly reduced, and the reliability of the motor individual test is improved.

Further, in this embodiment, the limiting member 132 is a snap spring. Specifically, the clamp spring cover is established and is fixed in on main shaft 121 to with the one side butt of main input gear 131 dorsad motor holding chamber 1111, with the realization to main input gear 131's axial positioning, with the condition that main input gear 131 breaks away from main shaft 121 when avoiding taking place the motor and testing alone, make the reliability of motor test alone higher.

Referring to fig. 6, in the present embodiment, an installation groove 123 is formed on an outer wall of the main shaft 121 along a circumferential direction. The circlip is installed in the installation groove 123. When the clamp spring needs to be installed, the clamp spring only needs to be clamped into the installation groove 123, and the installation groove 123 can prevent the clamp spring from sliding along the main shaft 121, so that the axial limiting effect on the main input gear 131 is affected. Therefore, the installation of the clamp spring is more convenient due to the arrangement of the installation groove 123, and the clamp spring is axially positioned, so that the clamp spring has a better limiting effect on the main input gear 131.

Referring again to fig. 1 and 4, in another embodiment, the shift end 1212 passes through the shift receiving cavity 1112 and is rotatably connected to a sidewall of the housing 110. Therefore, the main shaft 121 has three support positions in the housing 110, and on the premise that the integrated power assembly 100 is compact in structure and small in size, the integrated power assembly 100 is guaranteed to have a large input torque.

Further, in the present embodiment, the integrated power assembly 100 further includes a first bearing 161, a second bearing 162 and a third bearing 163. The main shaft 121 is rotatably mounted to the end cap 112 by a second bearing 162. The shift end 1212 extends through the shift receiving cavity 1112 and is rotatably coupled to a sidewall of the housing 110 by the first bearing 161. The motor end 1211 passes through the motor receiving cavity 1111 and is rotatably connected to the sidewall of the housing 110 through the third bearing 163.

The main function of the bearing is to support the mechanical rotating body, reduce the friction coefficient in the moving working position of the mechanical rotating body and ensure the rotation precision of the mechanical rotating body. Therefore, the application of the first bearing 161, the second bearing 162 and the third bearing 163 effectively ensures the revolving accuracy of the main shaft 121, so that the operation accuracy of the integrated power assembly 100 is higher.

Furthermore, the main shaft 121 is rotatably mounted on the housing 110 through the first bearing 161, the second bearing 162 and the third bearing 163, so that the structure of the integrated power assembly 100 is more compact while the input torque of the main shaft 121 in the integrated power assembly 100 is ensured, and the volume of the integrated power assembly 100 is effectively reduced.

Furthermore, in the present embodiment, the limiting member 132 is sleeved and fixed at the shifting end 1212, and is abutted with an end of the inner ring of the first bearing 161 facing away from the main input gear 131. The main input gear 131 is sandwiched between the inner race of the first bearing 161 and the inner race of the second bearing 162. Therefore, the first bearing 161 and the second bearing 162 are matched to axially position the main input gear 131, and the first bearing 161 is axially positioned through the limiting member 132, so that the probability that the first bearing 161 is separated from the main shaft 121 in the single test process of the motor 120 is reduced, the probability that the main input gear 131 is separated from the main shaft 121 in the single test process of the motor 120 is further reduced, and the reliability of the single test of the motor 120 is further improved.

Further, in the present embodiment, the limiting member 132 is a lock nut. The locking nut is sleeved on the main shaft 121 and screwed with the main shaft 121. The lock nut abuts on one end of the inner race of the first bearing 161 facing away from the main input gear 131. From this, lock nut and main shaft 121 realize detachably being connected for lock nut's dismouting is more convenient. Moreover, the locknut has the function of self-locking through friction force, so that the locknut is prevented from falling off from the main shaft 121, the probability that the first bearing 161 and the main input gear 131 slide along the main shaft 121 or fall off from the main shaft 121 is further reduced, and the reliability of the single test of the motor 120 is further improved.

Further, in the present embodiment, the transmission 130 further includes a stop collar 133. The limiting sleeve 133 is sleeved on the main shaft 121 and clamped between the first bearing 161 and the main input gear 131. In the integrated powertrain 100, there is a high possibility that the first bearing 161 cannot be in direct contact with the main input gear 131 due to the arrangement requirements of the components in the transmission 130, and the like, and the main input gear 131 may slide in the direction toward the first bearing 161. Therefore, the stopper 133 prevents the main input gear 131 from sliding in the direction of the first bearing 161 when the first bearing 161 is not in direct contact with the main input gear 131. Therefore, the stopper sleeve 133 mainly functions as a stopper to ensure an axial stopper effect of the main input gear 131.

In the new energy vehicle and the integrated powertrain 100 thereof, since the limiting element 132 is mounted at the transmission end 1212, the limiting element 132 axially limits the main input gear 131 and also axially limits other components mounted on the main shaft 121, so as to ensure that the working environment of the motor 120 during the independent operation is the same as or similar to the working environment of the motor 120 during the complete operation of the integrated powertrain 100, and thus the purpose of individually testing the mounted motor 120 before the transmission 130 is not completely mounted is achieved. Therefore, in the production process of the integrated power assembly 100, the motor 120 is installed, and after the limiting member 132 axially limits the components on the main shaft 121, the motor 120 is tested separately, so as to eliminate the potential safety hazard in the motor 120 in advance. Therefore, even if the integrated powertrain 100 has a problem during the overall test, the limiting member 132 is disposed, and the transmission 130 is reassembled after the transmission 130 is disassembled to check and solve the problem, so that the step of disassembling and assembling the motor 120 is omitted, and the test and maintenance efficiency of the integrated powertrain 100 during the production process is greatly improved.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. An integrated powertrain, comprising:

2. The integrated power assembly according to claim 1, wherein the speed changing end protrudes from the end cover and is suspended in the speed changing accommodating cavity, and the limiting member abuts against a side of the main input gear facing away from the motor accommodating cavity.

3. The integrated power assembly as recited in claim 2 wherein the retaining member is a snap spring.

4. The integrated powertrain assembly of claim 1, wherein the shift end extends through the shift housing cavity and is rotatably coupled to a sidewall of the housing.

5. The integrated power assembly as set forth in claim 4 further comprising a first bearing, a second bearing, and a third bearing, wherein the main shaft is rotatably mounted to the end cap via the second bearing, the speed end passes through the speed-change receiving cavity and is rotatably connected to the side wall of the housing via the first bearing, and the motor end passes through the motor receiving cavity and is rotatably connected to the side wall of the housing via the third bearing.

6. The integrated powertrain of claim 5, wherein the limiter abuts an end of the inner race of the first bearing facing away from the primary input gear, the primary input gear being sandwiched between the inner race of the first bearing and the inner race of the second bearing.

7. The integrated power assembly as claimed in claim 6, wherein the retaining member is a lock nut, the lock nut is sleeved on the main shaft and screwed with the main shaft, and the lock nut abuts against one end of the inner ring of the first bearing, which faces away from the main input gear.

8. The integrated power assembly of claim 6, wherein the transmission further comprises a stop collar, the stop collar being sleeved on the main shaft and clamped between the first bearing and the main input gear.

9. The integrated power assembly as claimed in claim 1, wherein the end cap defines a mounting hole for communicating the motor accommodating cavity and the speed-changing accommodating cavity, the main shaft rotatably penetrates through the mounting hole, and the integrated power assembly further includes an annular shaft sealing member, the shaft sealing member is sleeved on the main shaft and sealed between the main shaft and an inner wall of the mounting hole.

10. A new energy automobile, characterized by comprising the integrated power assembly according to any one of claims 1 to 9.