Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
  • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
• • 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
  • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

• the embodiments of the present disclosure relate to an electric drive assembly system and a vehicle including the electric drive assembly system.
• the motor, inverter and reducer of electric drive systems are usually manufactured separately.
• Motor, reducer and inverter are connected to each other via fasteners. Since the housings of the reducer and the motor are separated, the signal connection and cooling water flow between the inverter and the motor require separate connectors and water pipes.
• this electric drive system has a large volume and a large size.
• the existing integration method of the electric drive system occupies a large space in the overall layout of the vehicle, and therefore brings the following difficulties: the total cost is relatively high, and it lacks market competitiveness.
• the present invention proposes an electric drive assembly system and a vehicle including the electric drive assembly system, which can solve the above technical problems due to the following technical solutions and has other technical advantages.
• an electric drive assembly system which includes: a housing including a body and a first end cover mated with the body; a rotor shaft having a rotational axis and a first end near to the first end cover along the rotational axis and a second end opposite to the first end, the rotor shaft at least partially received in a motor housing space formed by a part of the body, and the rotor shaft rotationally fixed to the rotor of the motor; and a pinion input shaft coaxially disposed with the rotor shaft and having a first end portion near to the first end cover along the rotational axis and a second end portion opposite to the first end portion, the pinion input shaft received in a pinion housing space formed by the first end cover and another part of the body, and the pinion input shaft rotationally fixed to the rotor shaft.
• the housing is a common housing shared by the motor and the pinion input shaft, the first end of the rotor shaft extends toward the pinion housing space and is located in a shaft hole of the pinion input shaft.
• the electric drive assembly system further includes a first bearing supporting the pinion input shaft at the first end portion; a second bearing supporting the rotor shaft at the second end; a third bearing supporting the pinion input shaft at the second end portion and installed in the body.
• the common housing of the motor and the pinion input shaft can reduce one housing part, and correspondingly reduces one set of die-casting abrasive tools.
• the weight and overall size of the electric drive assembly system can be reduced, which is more conducive to its spatial arrangement in the vehicle and makes it more competitive in the market.
• the length of the electric drive assembly system along the rotational axis can be reduced by 15-20mm.
• the first bearing is installed in the first end cover.
• the housing further includes a second end cover mated with the body, the second end cover is arranged opposite to the first end cover, and the second bearing is installed in the second end cover.
• the two bearings can be respectively installed in the bearing mounting holes integrally formed in the first end cover and the second end cover, compared with separately providing a bearing seat with a bearing hole and then connecting the bearing seat to the housing, it is easier to simplify the structure, and is more conducive to ensuring the machining accuracy of the bearing hole.
• the rotor shaft is splined with the pinion input shaft.
• the rotor shaft and the pinion input shaft can be rotationally fixed in the circumferential direction reliably through splines.
• the rotor shaft is in clearance fit with the shaft hole at the second end portion.
• a fit clearance between the longer rotor shaft and the shaft hole of the pinion input shaft is provided, which helps to improve the fit reliability between the rotor shaft and the pinion input shaft.
• a seal extending in the circumferential direction is provided between the rotor shaft and the pinion input shaft at the second end portion.
• the electric drive assembly system further includes a mounting member with a cylindrical body and a flange, the cylindrical body is mounted to the first end by bolts, and the flange axially abuts against the first end portion.
• a seal extending in the circumferential direction is provided between the mounting member and the pinion input shaft at the first end portion.
• the seal is an O-ring seal.
• a lip-type seal extending in the circumferential direction is provided between the rotor shaft and the body and adjacent to the third bearing.
• At least one of the first bearing, the second bearing, and the third bearing is a deep groove ball bearing.
• the use of deep groove ball bearings can reduce the cost while ensuring the reliability of the support.
• the electric drive assembly system further includes a reducer layout of two-stage helical gear parallel shaft.
• the electric drive assembly system is provided with a differential that is provided in the pinion housing space and is coupled to the reducer layout.
• the reducer layout and differential are provided with deep groove ball bearings.
• the electric drive assembly system further includes an inverter housing, and the inverter housing is fixed to the housing.
• a vehicle which includes the electric drive assembly system as described above.
• the electric drive assembly system proposed by the present invention only needs three bearings to support the rotor shaft and the pinion input shaft.
• the common housing of the motor and the pinion input shaft can reduce one housing part, and reduce one set of die-casting abrasive tools correspondingly.
• the weight and overall size of the electric drive assembly system can be reduced, which is more conducive to its spatial arrangement in the vehicle and makes it more competitive in the market. Since the vehicle proposed by the present invention has the above-mentioned electric drive assembly system, it also has the same advantages and benefits.
• Fig. 1 is a front view of an electric drive assembly system according to an exemplary embodiment of the present invention
• Fig. 2 is a cross-sectional view of an electric drive assembly system according to an exemplary embodiment of the present invention
• Fig. 3 shows a partial enlarged view of the clearance fit between the rotor shaft and the shaft hole in Fig. 2.
• the electric drive assembly system is a highly integrated electric drive system, which is usually composed of a permanent magnet synchronous motor, an inverter and a reducer.
• the motor, inverter, and reducer of the electric drive system are usually manufactured separately, the motor, reducer, and inverter are connected to each other via fasteners. This separate arrangement makes the electric drive assembly system larger in volume and size, heavier in weight, and occupies a lot of space in the overall layout of the vehicle.
• the present invention proposes an electric drive assembly system and a vehicle including the electric drive assembly system, especially an electric vehicle.
• Fig. 1 is a front view of an electric drive assembly system according to an exemplary embodiment of the present invention.
• Fig. 2 is a cross-sectional view of an electric drive assembly system according to an exemplary embodiment of the present invention.
• the electric drive assembly system may include a motor 100, a reducer 200 and an inverter 300.
• the inverter 300 converts direct current (for example a battery, a storage battery) into a constant frequency and constant voltage or a frequency and voltage regulation alternating current to be input to the motor 100.
• the motor 100 is, for example, a permanent magnet synchronous motor or an AC asynchronous motor.
• the motor 100 is connected to the reducer 200 in transmission, so that the torque of the motor 100 is decelerated by the reducer 200 and output.
• the motor 100 may include a rotor 110 and a stator 120.
• the arrangement of the rotor 110 and the stator 120 is a common method in the art, which will not be described in detail in the present disclosure.
• Fig. 2 shows a cross-sectional view of an electric drive assembly system according to an exemplary embodiment of the present invention, and Fig. 2 further details the structure diagram of the electric drive assembly system.
• the electric drive assembly system further includes: a housing 1, a rotor shaft 2, a pinion input shaft 3, a first bearing 4, a second bearing 5 and a third bearing 6.
• the housing 1 includes a body 11 and a first end cover 12 mated with the body 11. Moreover, the housing 1 may further include a second end cover 13 mated with the body 11, and the second end cover 13 is disposed opposite to the first end cover 12. Specifically, the first end cover 12 and the second end cover 13 are oppositely disposed at two ends of the body 11, and can be installed to the body 11 by fasteners, such as bolts. Optionally, the first end cover 12 and the second end cover 13 may also be welded to the body 11 after assembly.
• a part of the body 11 forms a motor housing space M, and another part of the body 11 and the first end cover 12 form a pinion housing space G.
• the motor housing space M is defined by a part of the body 11, and the second end cover 13 closes the motor housing space M.
• Another part of the body 11 and the first end cover 12 enclose a pinion housing space G, that is, a part of the pinion housing space G is provided by the body 11 and the other part is provided by the first end cover 12.
• the housing 1 and the first end cover 12 provided by the present invention can save a housing part, and therefore reduce the die-casting mold for processing the housing part.
• the arrangement of the shared housing of the motor and the reducer can also obtain a more compact and light-weight electric drive assembly arrangement, which can actually reduce the length (in the direction of the rotational axis A of the rotor shaft 2) by 15-20mm.
• the rotor shaft 2 is rotationally fixed to the rotor 110 of the motor 100.
• the rotor shaft 2 has a rotational axis A, and has a first end 21 near to the first end cover 12 along the rotational axis A and a second end 22 opposite to the first end 21.
• the rotor shaft 2 is at least partially received in the motor housing space M, and the other part is received in the pinion housing space G.
• rotationally fixed refers to that two components are connected in a manner that they can rotate together, and their mutual movement in the direction of rotation (for example, the circumferential direction) is restricted so as to be able to rotate together.
• “Rotationally fixed” does not limit the displacement along the direction of the rotational axis A, therefore, the two components that are rotationally fixed together can be relatively displaced along the direction of the rotational axis A. If the displacement in the direction of the rotational axis A is also fixed, it can be considered that the two components are completely fixedly connected.
• first end 21 of the rotor shaft 2 is supported by the first end cover 12, the second end 22 of the rotor shaft 2 is supported by the second end cover 13, and the middle part of the rotor shaft 2 between the first end 21 and the second end 22 is supported by the body 11.
• the middle part is located at the edge of the pinion housing space G adjacent to the motor housing space M.
• the support of the rotor shaft 2 is realized by the first bearing 4, the second bearing 5 and the third bearing 6 respectively, which will be described in detail below.
• the pinion input shaft 3 is coaxially disposed with the rotor shaft 2 and has a first end portion 31 near to the first end cover 12 along the rotational axis A and a second end portion 32 opposite to the first end portion 31.
• the pinion input shaft 3 is received in the pinion housing space G formed by the first end cover 12 and another part of the body 11, and the pinion input shaft 3 is rotationally fixed to the rotor shaft 2.
• the first end 21 of the rotor shaft 2 extends toward the pinion housing space G and is located in a shaft hole of the pinion input shaft 3.
• the rotor shaft 2 is splined with the pinion input shaft 3.
• the rotor shaft 2 has an external spline
• the pinion input shaft 3 has an internal spline that cooperates with the external spline.
• the present invention is not limited to this, and those skilled in the art can also use other common shaft coupling methods, such as bonding, riveting, and bolting.
• the housing 1 is a common housing shared by the motor 100 and the pinion input shaft 3. Further, the housing 1 is a common housing shared by the motor 100 and the reducer 200.
• the first bearing 4 supports the pinion input shaft 3 at the first end portion 31 so as to indirectly support the rotor shaft 2.
• the second bearing 5 supports the rotor shaft 2 at the second end 22.
• the third bearing 6 supports the pinion input shaft 3 at the second end portion 32 and is installed in the body 11.
• the first bearing 4 is installed in the first end cover 12, and the second bearing 5 is installed in the second end cover 13.
• the first end cover 12 and the second end cover 13 can be integrated to form a bearing mounting hole for mounting the bearing. Compared with separately providing a bearing seat with a bearing hole and then connecting the bearing seat to the housing, it is easier to simplify the structure, and is more conducive to ensuring the machining accuracy of the bearing hole.
• Fig. 3 shows a partial enlarged view of the clearance fit between the rotor shaft 2 and the shaft hole in Fig. 2 and specifically shows this clearance fit.
• the electric drive assembly system may further include a mounting member 8 having a cylindrical body and a flange, the cylindrical body is mounted to the first end by bolts, and the flange abuts axially against the first end 31.
• a seal 71 extending in the circumferential direction is provided between the pinion input shaft 3 and the mounting member 8 at the first end portion 31.
• both the seals 71 and 72 may be O-ring seals.
• a lip-type seal 9 extending in the circumferential direction is provided between the rotor shaft 2 and the body and adjacent to the third bearing 6, and the lip-type seal 9 is a bidirectional seal.
• At least one of the first bearing 4, the second bearing 5, and the third bearing 6 is a deep groove ball bearing.
• the first bearing 4, the second bearing 5 and the third bearing 6 are all deep groove ball bearings.
• the electric drive assembly system may also include a reducer layout of two-stage helical gear parallel shaft.
• the electric drive assembly system is provided with a differential 20 provided in the pinion housing space G and is coupled to the reducer layout 10.
• Fig. 2 shows a reducer layout of two-stage helical gear parallel shaft in an exemplary and non-limiting manner.
• the reducer layout may include an input gear 101, an intermediate first gear 102 and an intermediate second gear 103.
• the input gear 101 is fixedly coupled to the pinion input shaft 3, for example, may be integrally formed with the pinion input shaft 3 or connected by splines.
• the intermediate first gear 102 and the intermediate second gear 103 are sequentially arranged on the intermediate shaft 104.
• the intermediate shaft 104 is arranged in parallel with the pinion input shaft 3, and the intermediate shaft 104 may be a hollow shaft.
• the sizes of the input gear 101, the intermediate first gear 102, and the intermediate second gear 103 can be selected according to actual requirements.
• the first intermediate gear 102 is drivingly meshed with the input gear 101, and the second intermediate gear 103 may be fixed to the differential 20 by bolts. This exemplarily realizes the reducer layout of two-stage helical gear parallel shaft from the pinion input shaft 3 to the differential 20.
• the reducer layout 10 and the differential 20 are provided with deep groove ball bearings.
• the two ends of the intermediate shaft 104 and the two ends of the differential 20 can be supported by deep groove ball bearings, respectively.
• Half of the deep groove ball bearings are installed in the first end cover 12, and the other half of the deep groove ball bearings are installed in the body 11.
• the electric drive assembly system may also include a cooling and heat exchange system.
• the cooling and heat exchange system is, for example, a circulating water cooling system, which is arranged in the motor housing space M, and cools the stator of the motor 100 by means of water cooling.
• the cooling and heat exchange system may further include heat sinks for enhancing heat dissipation, which may be integrally formed with the second end cover 13 or fixedly connected to the second end cover 13.
• the electric drive assembly system may further include an inverter housing 301, and the inverter housing 301 is fixed to the housing 1.
• the connection and arrangement between the motor 100, the reducer 200 and the inverter 300 are thus formed.
• a vehicle which includes the electric drive assembly system as described above.
• the vehicle may be an electric vehicle.
• the electric drive assembly system proposed by the present invention only needs three bearings to support the rotor shaft and the pinion input shaft.
• the common housing of the motor and the pinion input shaft can reduce one housing part, and reduce one set of die-casting abrasive tools correspondingly.
• the weight and overall size of the electric drive assembly system can be reduced, which is more conducive to its spatial arrangement in the vehicle and makes it more competitive in the market. Since the vehicle proposed by the present invention has the above-mentioned electric drive assembly system, it also has the same advantages and benefits.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Power Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• General Details Of Gearings (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=74973838

Family Applications (1)

Country Status (4)

Family Cites Families (29)

• 2020
  • 2020-12-15 CN CN202011479185.0A patent/CN112498077A/zh active Pending
• 2021
  • 2021-09-28 WO PCT/CN2021/121344 patent/WO2022068821A1/en unknown
  • 2021-09-28 EP EP21794738.1A patent/EP4222844A1/en active Pending
  • 2021-09-28 MX MX2023003717A patent/MX2023003717A/es unknown

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