WO2019238042A1 - 一种一体化电驱动动力总成 - Google Patents

一种一体化电驱动动力总成 Download PDF

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Publication number
WO2019238042A1
WO2019238042A1 PCT/CN2019/090711 CN2019090711W WO2019238042A1 WO 2019238042 A1 WO2019238042 A1 WO 2019238042A1 CN 2019090711 W CN2019090711 W CN 2019090711W WO 2019238042 A1 WO2019238042 A1 WO 2019238042A1
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WIPO (PCT)
Prior art keywords
gear
shaft
bearing
main shaft
gearbox
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PCT/CN2019/090711
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English (en)
French (fr)
Inventor
李建文
王永务
余平
孙冉
Original Assignee
精进电动科技股份有限公司
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=63809200&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2019238042(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by 精进电动科技股份有限公司 filed Critical 精进电动科技股份有限公司
Priority to US16/494,525 priority Critical patent/US11300193B2/en
Priority to JP2020506207A priority patent/JP6899954B2/ja
Priority to EP19765630.9A priority patent/EP3608140B2/en
Publication of WO2019238042A1 publication Critical patent/WO2019238042A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • 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
    • 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
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/029—Gearboxes; Mounting gearing therein characterised by means for sealing the gearboxes, e.g. to improve airtightness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/031—Gearboxes; Mounting gearing therein characterised by covers or lids for gearboxes
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
    • F16H63/3466—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire using electric motors
    • 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
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds

Definitions

  • the invention relates to an integrated electric drive power assembly, which is connected to an axle for driving a vehicle.
  • the electric drive power assembly includes a motor and a reducer.
  • the output shaft (or shaft) of the motor and the input shaft of the reducer are connected to transmit torque.
  • the output shaft (or rotating shaft) of the motor and the input shaft of the reducer are usually connected through a coupling, which has many parts, complicated structure, low accuracy, high noise, and increases the axial size of the reducer and the motor, which is not conducive to electrical Lightweight drivetrain and placement in vehicles.
  • some parking gears are provided for braking when the vehicle is stopped to prevent slipping (P position).
  • P position When the parking gear is locked, the transmission part can be prevented from rotating.
  • the parking gear is generally arranged on the intermediate shaft or the output differential. When set in these two positions, the parking torque of the parking gear is large, and the axial dimension of the parking gear must be designed to be relatively large. Increase the axial size of the reducer.
  • the present invention provides an integrated electric drive power assembly, which can reduce the axial size of the power assembly.
  • the invention provides an integrated electric drive power assembly, which includes a motor and a gearbox.
  • An output shaft of the motor is integrally formed with an input shaft of the gearbox to form a main shaft of the powertrain.
  • the gearbox is provided in the gearbox.
  • the rear end cover of the motor is integrated with the front case of the gearbox, the front case is provided with a shaft hole, and the main shaft passes through the shaft hole and enters the gearbox. .
  • an intermediate bearing and an oil seal are installed at the shaft hole, the intermediate bearing supports the main shaft, and the oil seal seals a gap between the main shaft and the shaft hole.
  • the motor is hermetically isolated.
  • a left end bearing and a right end bearing are respectively provided at both ends of the main shaft, and the left end bearing is fixedly installed on a rear case of the gearbox, and a bearing seat is provided on the rear case corresponding to the right end.
  • the bearing is fixedly installed on the front end cover of the motor, and the front end cover is correspondingly provided with a bearing seat.
  • the gearbox is provided with several stages of transmission gear pairs.
  • the rightmost stage gear pair is connected to the main shaft and adjacent to the motor, and the parking gear is located at the stage gear pair. Left.
  • an intermediate shaft is provided in the gearbox, the first gear pair includes a first gear and a second gear that mesh with the transmission, the first gear and the main shaft are connected by a spline, and the second gear
  • the gear is connected to the intermediate shaft by a spline, the right end face of the hub of the first gear presses the inner ring of the intermediate bearing, and a bush is fitted in the inner hole at the left end to an interference fit with the main shaft to fix the first shaft.
  • the parking gear is splined to the main shaft, a right end face of a hub of the parking gear is pressed against the bushing, and a left end face is pressed by an inner ring of the left end bearing.
  • a lock nut is provided at the left end of the main shaft to press the inner ring of the left end bearing.
  • the gearbox is provided with a two-stage transmission gear pair, the rightmost one-stage gear pair is close to the motor, the two-stage gear pair is located on the left side of the one-stage gear pair, and the two-stage gear
  • the pair includes a third gear and a fourth gear that mesh with the transmission.
  • the third gear is integrally formed with the intermediate shaft.
  • the fourth gear is fixedly mounted on a differential, and the differential is connected to the axle.
  • bearings are provided at both ends of the intermediate shaft, and a bearing seat is provided on the front case and the rear case of the gearbox in cooperation.
  • a front housing of the transmission is provided with a bearing housing and a sealing groove at the shaft hole, the sealing groove is located on the right side of the bearing housing, and the intermediate bearing is installed in the bearing housing,
  • the oil seal is installed in the seal groove, and a first step is provided between the bearing seat and the seal groove.
  • the first step limits the right side of the intermediate bearing, and the right side of the seal groove is provided.
  • the motor shaft and the input shaft of the gearbox are an integral shaft structure, eliminating the need for a coupling in the prior art, simplifying the structure, improving the structural accuracy, reducing running noise, and significantly reducing power.
  • the axial size of the assembly is conducive to the weight reduction of the power assembly and the arrangement in the vehicle.
  • the parking gear is arranged on the input shaft of the transmission (reducer) and is affected by the torque transmission of the transmission (reducer).
  • the parking torque is small, and the axial size of the parking gear can be designed to be compared. It is small, thereby reducing the axial size of the power assembly, the weight of the parking gear is reduced, and the weight of the power assembly is also reduced.
  • the power assembly of the invention reduces the axial size, reduces the manufacturing cost, has a simple arrangement form, occupies a small space, has a compact structure, is light in weight, and conforms to the development trend of light weight and electrification.
  • FIG. 1 is a schematic structural diagram of an integrated electric drive power assembly according to Embodiment 1 of the present invention.
  • FIG. 1 shows Embodiment 1 of the present invention.
  • the integrated electric drive power assembly includes a motor and a gearbox (usually a reducer), and the output shaft of the motor is integrated with the input shaft of the gearbox.
  • the main shaft 18 constituting the power assembly is provided with a parking gear 5 in the gearbox.
  • the parking gear 5 is fixedly mounted on the main shaft, that is, the main shaft 18.
  • the parking torque on the main shaft is small, and the axial size of the parking gear 5 can be designed to be relatively small, thereby reducing the axial size of the power assembly and the parking gear.
  • the weight of 5 is reduced, so is the weight of the powertrain.
  • the motor may be a permanent magnet motor or an excitation motor, and includes a rotor 17 and a stator 2.
  • the rotor 17 includes a rotating shaft, and the rotating shaft is also a part of the main shaft 18.
  • the motor further includes a housing 1, a rear end cover is provided on the left side and a front end cover 19 is provided on the right side.
  • the rear end cover of the motor is integrated with the front case 3 of the gearbox.
  • the front case 3 is provided with a shaft hole, and the main shaft 18 passes through the shaft hole and enters the gearbox. This design can also effectively reduce the axial size of the powertrain and simplify the structure of the powertrain.
  • the housing 1 and the front box 3 of the motor can be combined by flanges and bolts, and the necessary sealing structure is provided at the connection.
  • An intermediate bearing 15 and an oil seal 16 are installed at the shaft hole.
  • the intermediate bearing 15 supports the main shaft 18.
  • the oil seal 16 seals the gap between the main shaft 18 and the shaft hole, and seals and isolates the gearbox and the motor to prevent the lubricant in the gearbox from entering the motor. .
  • the two ends of the main shaft 18 are respectively provided with a left-end bearing 8 and a right-end bearing 20.
  • the left-end bearing 8 is fixedly installed on the rear case 7 of the gearbox.
  • the rear case 7 is correspondingly provided with a bearing seat.
  • the cover 19 is provided with a bearing seat correspondingly on the front end cover 19.
  • the first-stage gear connected to the input shaft of the gearbox is usually far from the motor end, and the gear pair needs a large bearing support (the bearing supports the transmission shaft penetrating into the gear), and the weight is large.
  • This embodiment The structure has been intentionally improved.
  • the gearbox is provided with several stages of transmission gear pairs.
  • the rightmost stage gear pair is connected to the main shaft 18 and is adjacent to the motor.
  • the parking gear 5 is located on the left side of the stage gear pair.
  • the primary gear pair is the gear pair closest to the motor in the transmission.
  • the transmission is provided with an intermediate shaft 10, the axis of the intermediate shaft 10 and the main shaft 18 are parallel, and the first-stage gear pair includes a first gear 9 and a second gear 14 that mesh with the transmission, and the first gear 9 It is splined with the main shaft 18, and the second gear 14 and the intermediate shaft 10 are splined.
  • the right end face of the hub of the first gear 9 presses the inner ring of the intermediate bearing 15, and the bushing 4 and the main shaft 18 are set in the left hole.
  • the interference fit fixes the first gear 9 and plays a role of radial positioning for the first gear 9.
  • the parking gear 5 and the main shaft 18 are connected by a spline.
  • the right end face of the hub of the parking gear 5 is pressed against the bushing 4, and the left end face is pressed by the inner ring of the left end bearing 8.
  • the left end of the main shaft 18 is provided with a lock nut 6 to press the inner ring of the left end bearing 8.
  • first gear 9 is connected to the main shaft 18, an external spline is provided on the main shaft 18, and an internal spline is provided on the first gear 9.
  • an external spline is provided on the main shaft 18, and an internal spline is provided on the parking gear 5.
  • the gearbox is provided with a two-stage transmission gear pair.
  • the rightmost first-stage gear pair is close to the motor.
  • the second-stage gear pair is located on the left side of the first-stage gear pair.
  • the third gear 11 and the fourth gear 12, the third gear 11 can be splined to the intermediate shaft 10, the fourth gear 12 is fixedly installed on the differential 13, and the differential 13 is connected to the axle (not shown).
  • bearings are provided at both ends of the intermediate shaft 10, and a bearing seat is provided on the front case 3 and the rear case 7 of the gearbox in cooperation.
  • the front case 3 of the gearbox is provided with a bearing housing and a sealing groove at the shaft hole.
  • the sealing groove is located on the right side of the bearing housing.
  • the intermediate bearing 15 is installed in the bearing housing.
  • the oil seal 16 is installed in the sealing groove.
  • a first step is provided between the first step and the right side of the intermediate bearing 15 and a second step is provided on the right side of the seal groove. The second step limits the right side of the oil seal 16 on the left side of the shaft hole.
  • a pressure plate is fixed on the end surface to press the outer ring of the intermediate bearing 15 to limit the axial position.
  • the motor shaft and the input shaft of the reducer are an integral shaft structure
  • the rear end cover of the motor and the front case of the reducer are an integrated structure
  • the structure is simple, and the structural accuracy is improved.
  • the parking gear is arranged on the input shaft of the reducer, which reduces the axial size and the weight of the parking gear.
  • the first-stage gear pair in the reducer is close to the motor, eliminating the need for a support bearing, the structure becomes simple, and the weight is reduced.
  • Embodiment 2 of the present invention is improved on the basis of Embodiment 1.
  • the third gear 11 and the intermediate shaft 10 are made integrally. This design can further simplify the structure of the powertrain.
  • Embodiment 2 of the present invention are the same as those in Embodiment 1, and will not be described repeatedly here.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Arrangement Of Transmissions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Motor Power Transmission Devices (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Motor Or Generator Frames (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

一种一体化电驱动动力总成，包括电机和变速箱，电机的输出轴与变速箱的输入轴一体制成，构成动力总成的主轴（18），变速箱内设置有驻车齿轮（5），驻车齿轮（5）固定安装在主轴（18）上。该一体化电驱动动力总成减小了动力总成的轴向尺寸，有利于动力总成的轻量化以及在车辆中的布置。

Description

一种一体化电驱动动力总成 技术领域
本发明涉及一种一体化电驱动动力总成，与车桥连接，用于驱动车辆。
发明背景
目前的纯电动或者混合动力新能源汽车，均设置有电驱动动力总成，电驱动动力总成包括电机和减速器，电机的输出轴(或转轴)和减速器的输入轴连接传递力矩。
电机的输出轴(或转轴)和减速器的输入轴通常是通过联轴器联接的，零件多、结构复杂、精度低、噪声高，且增加了减速器与电机的轴向尺寸，不利于电驱动动力总成的轻量化以及在车辆中的布置。
在现有的减速器中，有的设置驻车齿轮用于车辆停止时刹车以防止溜车(P档)，驻车齿轮被锁止时可以阻止传动部分转动。驻车齿轮一般布置在中间轴或者输出差速器上，设置在这两个位置时，驻车齿轮的驻车力矩较大，驻车齿轮的轴向尺寸就要设计得比较大，这样也会增加减速器的轴向尺寸。
发明内容
针对现有技术中存在的上述问题，本发明提供了一种一体化电驱动动力总成，可以减小动力总成的轴向尺寸。
为了达到上述目的，本发明的技术方案是这样实现的：
本发明提供一种一体化电驱动动力总成，包括电机和变速箱，所述电机的输出轴与所述变速箱的输入轴一体制成，构成动力总成的主轴，所述变速箱内设置有驻车齿轮，所述驻车齿轮固定安装在所述主轴上。
可选地，所述电机的后端盖与所述变速箱的前箱体一体制成，所述前箱体上设置有轴孔，所述主轴穿过所述轴孔进入所述变速箱内。
可选地，所述轴孔处安装有中间轴承和油封，所述中间轴承支撑所述主轴，所述油封密封所述主轴与所述轴孔之间的间隙，对所述变速箱和所述电机密封隔离。
可选地，所述主轴两端分别设置有左端轴承和右端轴承，所述左端轴承固定安装在所述变速箱的后箱体上，所述后箱体上对应设置有轴承座，所述右端轴承固定 安装在所述电机的前端盖上，所述前端盖上对应设置有轴承座。
可选地，所述变速箱中设置有若干级传动齿轮副，最右侧的一级齿轮副连接所述主轴并且与所述电机相邻，所述驻车齿轮位于所述一级齿轮副的左侧。
可选地，所述变速箱中设置有中间轴，所述一级齿轮副包括啮合传动的第一齿轮和第二齿轮，所述第一齿轮与所述主轴通过花键连接，所述第二齿轮与所述中间轴通过花键连接，所述第一齿轮的轮毂的右端面压紧所述中间轴承的内圈，左端内孔中设置衬套与所述主轴过盈配合从而固定所述第一齿轮。
可选地，所述驻车齿轮与所述主轴通过花键连接，所述驻车齿轮的轮毂的右端面压紧所述衬套，左端面被所述左端轴承的内圈压紧。
可选地，所述主轴的左端设置锁紧螺母压紧所述左端轴承的内圈。
可选地，所述变速箱中设置有两级传动齿轮副，最右侧的一级齿轮副靠近所述电机，二级齿轮副位于所述一级齿轮副的左侧，所述二级齿轮副包括啮合传动的第三齿轮和第四齿轮，所述第三齿轮与所述中间轴一体制成，所述第四齿轮固定安装在差速器上，所述差速器与车桥连接。
可选地，所述中间轴两端均设置有轴承，所述变速箱的前箱体和后箱体上配合设置有轴承座。
可选地，所述变速箱的前箱体在所述轴孔处设置有轴承座和密封槽，所述密封槽位于所述轴承座右侧，所述中间轴承安装在所述轴承座中，所述油封安装在所述密封槽中，所述轴承座和密封槽之间设置有第一台阶，所述第一台阶对所述中间轴承的右侧限位，所述密封槽的右侧设置有第二台阶，所述第二台阶对所述油封的右侧限位，在所述轴孔左侧端面上通过螺栓固定安装有压板压紧所述中间轴承的外圈进行轴向限位。
采用上述结构设置的动力总成具有以下优点：
本发明中电机轴和变速箱(减速器)输入轴为一根整体轴结构，省去了现有技术中的联轴器，结构简化、结构精度提高，降低了运转噪音，显著减小了动力总成的轴向尺寸，有利于动力总成的轻量化以及在车辆中的布置。
本发明中驻车齿轮布置在变速箱(减速器)输入轴上，受到变速箱(减速器)的力矩传递影响，此处驻车力矩较小，驻车齿轮的轴向尺寸就可以设计得比较小，从而减小了动力总成的轴向尺寸，驻车齿轮的重量被减轻，动力总成的重量也就被 减轻。
本发明的动力总成，减小了轴向尺寸，降低了制造成本，布置形式简单，占用空间小，结构紧凑，重量轻，符合轻量化和电气化的发展趋势。
附图简要说明
图1是本发明实施例1的一体化电驱动动力总成的结构示意图。
图中：1.外壳；2.定子；3.前箱体；4.衬套；5.驻车齿轮；6.锁紧螺母；7.后箱体；8.左端轴承；9.第一齿轮；10.中间轴；11.第三齿轮；12.第四齿轮；13.差速器；14.第二齿轮；15.中间轴承；16.油封；17.转子；18.主轴；19.前端盖；20.右端轴承。
实施本发明的方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合附图对本发明的实施方式作进一步详细描述。
实施例1
如图1所示为本发明实施例1，在该实施例中，一体化电驱动动力总成包括电机和变速箱(通常是减速器)，电机的输出轴与变速箱的输入轴一体制成，构成动力总成的主轴18，变速箱内设置有驻车齿轮5，驻车齿轮5固定安装在主轴上，即安装在主轴18上。
受到变速箱(减速器)的力矩传递影响，主轴上驻车力矩较小，驻车齿轮5的轴向尺寸就可以设计得比较小，从而减小了动力总成的轴向尺寸，驻车齿轮5的重量被减轻，动力总成的重量也就被减轻。
电机采用永磁电机或者励磁电机均可，包括转子17和定子2。转子17中包括转轴，转轴也是主轴18的一部分。电机还包括外壳1，外壳1左侧设置后端盖，右侧设置前端盖19。电机的其他设置可以参考现有技术，此处不再详细说明。
为了简化结构，电机的后端盖与变速箱的前箱体3一体制成，前箱体3上设置有轴孔，主轴18穿过轴孔进入变速箱内。这样设计也可以有效减小动力总成的轴向尺寸，而且简化了动力总成的结构。
电机的外壳1与前箱体3可以通过法兰、螺栓连接组合，在连接处设置必要的密封结构。
轴孔处安装有中间轴承15和油封16，中间轴承15支撑主轴18，油封16密封主轴18与轴孔之间的间隙，对变速箱和电机密封隔离，防止变速箱内的润滑油进入电机中。
主轴18两端分别设置有左端轴承8和右端轴承20，左端轴承8固定安装在变速箱的后箱体7上，后箱体7上对应设置有轴承座，右端轴承20固定安装在电机的前端盖19上，前端盖19上对应设置有轴承座。
现有技术中与变速箱输入轴连接的一级齿轮通常远离电机端，而且该齿轮副需要较大的轴承支撑(轴承支撑的是穿入齿轮中的传动轴)，重量较大，本实施例特意改进了该结构。
变速箱中设置有若干级传动齿轮副，最右侧的一级齿轮副连接主轴18并且与电机相邻，驻车齿轮5位于一级齿轮副的左侧。一级齿轮副是变速箱中距离电机最近的齿轮副。
具体地，如图1所示，变速箱中设置有中间轴10，中间轴10和主轴18的轴线平行，一级齿轮副包括啮合传动的第一齿轮9和第二齿轮14，第一齿轮9与主轴18通过花键连接，第二齿轮14与中间轴10通过花键连接，第一齿轮9的轮毂的右端面压紧中间轴承15的内圈，左端内孔中设置衬套4与主轴18过盈配合从而固定第一齿轮9，对第一齿轮9起到径向定位作用。
驻车齿轮5与主轴18通过花键连接，驻车齿轮5的轮毂的右端面压紧衬套4，左端面被左端轴承8的内圈压紧。
主轴18的左端设置锁紧螺母6压紧左端轴承8的内圈。
第一齿轮9与主轴18连接的位置，主轴18上设置外花键，第一齿轮9上设置内花键。
第二齿轮14与中间轴10连接的位置，主轴18上设置外花键，第二齿轮14上设置内花键。
驻车齿轮5与主轴18连接的位置，主轴18上设置外花键，驻车齿轮5上设置内花键。
在本实施例中，变速箱中设置有两级传动齿轮副，最右侧的一级齿轮副靠近电机，二级齿轮副位于一级齿轮副的左侧，二级齿轮副包括啮合传动的第三齿轮11和第四齿轮12，第三齿轮11可以与中间轴10通过花键连接，第四齿轮12固定安装在差速器13上，差速器13与车桥连接(未图示)。
第三齿轮11与中间轴10连接的位置，中间轴10上设置外花键，第三齿轮11上设置内花键。
如图1所示，中间轴10两端均设置有轴承，变速箱的前箱体3和后箱体7上配合设置有轴承座。
变速箱的前箱体3在轴孔处设置有轴承座和密封槽，密封槽位于轴承座右侧，中间轴承15安装在轴承座中，油封16安装在密封槽中，轴承座和密封槽之间设置有第一台阶，该第一台阶对中间轴承15的右侧限位，密封槽的右侧设置有第二台阶，该第二台阶对油封16的右侧限位，在轴孔左侧端面上通过螺栓固定安装有压板压紧中间轴承15的外圈进行轴向限位。
在本发明的实施例中，电机轴和减速器输入轴为一根整体轴结构，电机的后端盖与减速器的前箱体为一体化结构，结构简单，提高了结构精度。
从电机到减速器的输入轴只有3个支撑，比现有技术中的4个支撑减少了一个轴承，因此减少了动力总成的整体轴向尺寸，且有利于整车布局，结构紧凑，重量轻。
驻车齿轮布置在减速器的输入轴上，减少了轴向尺寸和驻车齿轮重量。
减速器中一级齿轮副靠近电机，省去了支撑轴承，结构变得简单，重量得到减轻。
实施例2
本实施例在实施例1的基础上做出改进，在本发明的实施例2中，第三齿轮11与中间轴10一体制成，该设计可以进一步简化动力总成的结构。
本发明实施例2中一体化电驱动动力总成的其他结构与实施例1相同，此处不再重复描述。
以上，仅为本发明的具体实施方式，在本发明的上述教导下，本领域技术人员可以在上述实施例的基础上进行其他的改进或变形。本领域技术人员应该明白，上述的具体描述只是更好的解释本发明的目的，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种一体化电驱动动力总成，其特征在于，包括电机和变速箱，所述电机的输出轴与所述变速箱的输入轴一体制成，构成动力总成的主轴，所述变速箱内设置有驻车齿轮，所述驻车齿轮固定安装在所述主轴上。
  2. 根据权利要求1所述的一体化电驱动动力总成，其特征在于，所述电机的后端盖与所述变速箱的前箱体一体制成，所述前箱体上设置有轴孔，所述主轴穿过所述轴孔进入所述变速箱内。
  3. 根据权利要求2所述的一体化电驱动动力总成，其特征在于，所述轴孔处安装有中间轴承和油封，所述中间轴承支撑所述主轴，所述油封密封所述主轴与所述轴孔之间的间隙，对所述变速箱和所述电机密封隔离。
  4. 根据权利要求3所述的一体化电驱动动力总成，其特征在于，所述主轴两端分别设置有左端轴承和右端轴承，所述左端轴承固定安装在所述变速箱的后箱体上，所述后箱体上对应设置有轴承座，所述右端轴承固定安装在所述电机的前端盖上，所述前端盖上对应设置有轴承座。
  5. 根据权利要求4所述的一体化电驱动动力总成，其特征在于，所述变速箱中设置有若干级传动齿轮副，最右侧的一级齿轮副连接所述主轴并且与所述电机相邻，所述驻车齿轮位于所述一级齿轮副的左侧。
  6. 根据权利要求5所述的一体化电驱动动力总成，其特征在于，所述变速箱中设置有中间轴，所述一级齿轮副包括啮合传动的第一齿轮和第二齿轮，所述第一齿轮与所述主轴通过花键连接，所述第二齿轮与所述中间轴通过花键连接，所述第一齿轮的轮毂的右端面压紧所述中间轴承的内圈，左端内孔中设置衬套与所述主轴过盈配合从而固定所述第一齿轮。
  7. 根据权利要求6所述的一体化电驱动动力总成，其特征在于，所述驻车齿轮与所述主轴通过花键连接，所述驻车齿轮的轮毂的右端面压紧所述衬套，左端面被所述左端轴承的内圈压紧。
  8. 根据权利要求7所述的一体化电驱动动力总成，其特征在于，所述主轴的左端设置锁紧螺母压紧所述左端轴承的内圈。
  9. 根据权利要求6所述的一体化电驱动动力总成，其特征在于，所述变速箱中设置有两级传动齿轮副，最右侧的一级齿轮副靠近所述电机，二级齿轮副位于所述一级齿轮副的左侧，所述二级齿轮副包括啮合传动的第三齿轮和第四齿轮， 所述第三齿轮与所述中间轴一体制成，所述第四齿轮固定安装在差速器上，所述差速器与车桥连接。
  10. 根据权利要求9所述的一体化电驱动动力总成，其特征在于，所述中间轴两端均设置有轴承，所述变速箱的前箱体和后箱体上配合设置有轴承座；
    所述变速箱的前箱体在所述轴孔处设置有轴承座和密封槽，所述密封槽位于所述轴承座右侧，所述中间轴承安装在所述轴承座中，所述油封安装在所述密封槽中，所述轴承座和密封槽之间设置有第一台阶，所述第一台阶对所述中间轴承的右侧限位，所述密封槽的右侧设置有第二台阶，所述第二台阶对所述油封的右侧限位，在所述轴孔左侧端面上通过螺栓固定安装有压板压紧所述中间轴承的外圈进行轴向限位。
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