WO2018045705A1 - 一种电机和减速器连接的输入轴结构 - Google Patents

一种电机和减速器连接的输入轴结构 Download PDF

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Publication number
WO2018045705A1
WO2018045705A1 PCT/CN2017/071838 CN2017071838W WO2018045705A1 WO 2018045705 A1 WO2018045705 A1 WO 2018045705A1 CN 2017071838 W CN2017071838 W CN 2017071838W WO 2018045705 A1 WO2018045705 A1 WO 2018045705A1
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Prior art keywords
main shaft
driving gear
bearing
hub
input shaft
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Ceased
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PCT/CN2017/071838
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English (en)
French (fr)
Inventor
王永务
余平
李建文
刘天骄
杨希贤
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Jing Jin Electric Technologies Beijing Co Ltd
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Jing Jin Electric Technologies Beijing Co Ltd
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Application filed by Jing Jin Electric Technologies Beijing Co Ltd filed Critical Jing Jin Electric Technologies Beijing Co Ltd
Priority to EP17847881.4A priority Critical patent/EP3496243B1/en
Priority to US16/331,402 priority patent/US10886818B2/en
Priority to JP2019513285A priority patent/JP6893976B2/ja
Publication of WO2018045705A1 publication Critical patent/WO2018045705A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • 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
    • 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
    • F16H57/0018—Shaft assemblies for gearings
    • F16H57/0025—Shaft assemblies for gearings with gearing elements rigidly connected to a shaft, e.g. securing gears or pulleys by specially adapted splines, keys or methods
    • 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
    • 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
    • H02K7/003—Couplings; Details of shafts
    • 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
    • H02K7/08—Structural association with bearings
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to an input shaft structure for connecting a motor and a speed reducer for transmitting torque between the motor and the speed reducer.
  • the motor shaft and the reducer input shaft are separate spindles, and the two transmit torque through a spline connection.
  • the transmission structure is relatively complicated, and the axial dimension of the reducer and the motor is increased, which is disadvantageous to the layout of the whole vehicle and the weight is also heavy.
  • the gear and the main shaft are generally connected by a flat key, and the gear and the main shaft have a clearance fit or a transition fit, and the concentricity is difficult to ensure, which affects the stability of the system.
  • the present invention provides an input shaft structure in which a motor and a reducer are connected, and the motor shaft and the input shaft of the reducer are designed as an integral input shaft, which reduces the overall axial dimension of the power portion, and is beneficial to the whole.
  • the car layout is light and lightweight.
  • the hub of the driving gear extends to both sides, and the inner hole of the hub cooperates with the shaft diameter of the main shaft to perform radial positioning to ensure the concentricity of the driving gear and the main shaft, thereby improving the stability of the system. .
  • An input shaft structure connected to a motor and a reducer includes a main shaft, wherein an input end of the main shaft is located in the motor and is connected to a rotor of the motor, and an output end of the main shaft is located in the reducer and is connected with the driving gear of the reducer.
  • the two ends of the main shaft and the middle portion are respectively provided with bearings for axial positioning, the hub of the driving gear extends to both sides, and the inner hole of the hub cooperates with the shaft diameter of the main shaft to perform radial positioning to ensure the driving gear and the main shaft. Concentricity.
  • the inner hole of the right end of the hub is in a transitional or interference fit with the main shaft, and a bushing is disposed between the inner hole of the left end of the hub and the main shaft, and the bushing forms a transition fit with the inner hole and the main shaft of the left end of the hub. Fit.
  • the main shaft is provided with a collar to clamp the bushing, or the main shaft is provided with a lock nut to fasten the bushing.
  • the bearing includes a left end bearing, a right end bearing, and a middle bearing.
  • left end bearing is fixedly mounted on the outer casing of the reducer
  • right end bearing is fixedly mounted on the outer casing of the motor
  • an intermediate casing is disposed between the motor and the reducer
  • the middle bearing is fixed Mounted on the intermediate housing.
  • the intermediate casing is provided with a pressing ring on the left side of the middle bearing to press the outer end surface of the middle bearing, and an oil seal is arranged on the right side of the middle bearing.
  • an outer spline is disposed on the main shaft on the left side of the middle bearing, and the driving gear is provided with an internal spline, and the driving gear is connected to the external spline of the main shaft through an internal spline.
  • the right end of the hub of the driving gear is pressed against the inner end surface of the middle bearing, or the right end of the hub of the driving gear is provided with a sleeve to press the inner end surface of the middle bearing.
  • the main shaft and the driving gear are connected by a flat key, or the inner hole of the driving gear is a light hole, and is connected with the main shaft by an interference fit or a welded connection.
  • the invention designs the motor shaft and the input shaft of the reducer as an integral input shaft, has a simple structure and convenient installation, reduces the overall axial dimension of the power part, is beneficial to the whole vehicle layout, and is light in weight.
  • the hub of the driving gear extends to both sides, and the inner hole of the hub cooperates with the shaft diameter of the main shaft to perform radial positioning to ensure the concentricity of the driving gear and the main shaft, thereby improving the stability of the system.
  • Figure 1 is a cross-sectional view of the present invention
  • Figure 2 is a cross-sectional view of the spindle used in the present invention.
  • Figure 3 is a cross-sectional view of the driving gear used in the present invention.
  • an input shaft structure connected to a motor and a reducer includes a spindle 5, and an input end of the spindle 5 is located at the motor 4.
  • the output end of the main shaft 5 is located in the speed reducer 1, and is connected with the driving gear 2 of the speed reducer 1.
  • Both ends of the main shaft 5 and the middle portion are provided with bearings for axial positioning, and the hub of the driving gear 2
  • the 2-1 extends to both sides, and the inner hole of the hub cooperates with the shaft diameter of the main shaft 5 to perform radial positioning to ensure the concentricity of the driving gear 2 and the main shaft 5.
  • a multi-stage gear is usually disposed in the speed reducer 1, for example, a drive gear 11 is meshed with the drive gear 2, and other gears are not shown.
  • the inner hole of the right end of the hub 2-1 is in a transitional or interference fit with the main shaft 5, and the bushing 15 is disposed between the inner hole of the left end of the hub 2-1 and the main shaft 5, and the inner hole of the bushing 15 and the left end of the hub 2-1, the main shaft 5 Form a transition fit or an interference fit.
  • the main shaft 5 is provided with a collar 12 to clamp the bushing 15, and correspondingly, the main shaft 5 is provided with a card slot 5-2.
  • the main shaft 5 is provided with a lock nut fastening bushing 15, and accordingly the main shaft 5 is provided with a thread.
  • the positioning bearing includes a left end bearing 14, a right end bearing 6, and a middle bearing 9.
  • the left end bearing 14 is fixedly mounted on the outer casing of the speed reducer 1
  • the right end bearing 6 is fixedly mounted on the outer casing of the motor 4
  • an intermediate casing 3 is disposed between the motor 4 and the speed reducer 1
  • the intermediate bearing 9 is fixedly mounted on the intermediate casing 3
  • Upper, correspondingly, a mounting hole groove is required on the intermediate casing 3.
  • a press ring 10 is provided to press the outer end face of the middle bearing 9, and on the right side of the middle bearing 9, an oil seal 8 is provided.
  • the oil seal 8 prevents the lubricating oil in the speed reducer 1 from entering the inside of the motor 4.
  • the middle bearing 9 can be in an oil-lubricated mode, which is lubricated by the lubricating oil in the speed reducer 1, which improves the bearing life compared to the prior art grease lubrication mode.
  • an outer spline 5-1 is arranged on the left side of the middle bearing 9 on the main shaft 5
  • the driving gear 2 is provided with an internal spline 2-2, and the driving gear 2 is passed through the internal spline.
  • 2-2 is connected to the external spline 5-1 of the spindle 5.
  • the right end of the hub 2-1 of the driving gear 2 is pressed against the inner end surface of the middle bearing 9, or the right end of the hub 2-1 of the driving gear 2 is provided with a bushing to press the inner end surface of the intermediate bearing 9.
  • the spindle 5 The driving gear 2 is connected by a flat key, or the inner hole of the driving gear 2 is an optical hole, and is connected to the main shaft 5 by an interference fit or a welded connection.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Mounting Of Bearings Or Others (AREA)

Abstract

一种电机（4）和减速器（1）连接的输入轴结构，包括主轴（5），主轴的输入端位于电机内，与电机的转子连接，主轴的输出端位于减速器内，与减速器的主动齿轮（2）连接，主轴两端和中部均设置有轴承（6，9，14）进行轴向定位，主动齿轮的轮毂（2-1）向两侧延伸，轮毂内孔与主轴的轴径配合进行径向定位，保证主动齿轮与主轴的同心度。通过将电机轴和减速器输入轴设计为一根整体式输入轴，减少了动力部分的整体轴向尺寸，有利于整车布局，而且重量轻。主动齿轮两端增加了径向定位，保证主动齿轮与主轴的同心度，提高了系统的稳定性。

Description

一种电机和减速器连接的输入轴结构 技术领域
本发明涉及一种电机和减速器连接的输入轴结构，用于在电机和减速器之间传递力矩。
发明背景
在电动汽车中，电机轴和减速器输入轴是分别独立的主轴，二者通过花键连接传递力矩。该传动结构比较复杂，而且增加了减速器与电机的轴向尺寸，不利于整车布局，重量也较重。
现有技术中的齿轮与主轴一般通过平键连接，齿轮与主轴间隙配合或过渡配合，同心度难以保证，影响系统的稳定性。
发明内容
鉴于上述问题，本发明提供了一种电机和减速器连接的输入轴结构，将电机轴和减速器输入轴设计为一根整体式输入轴，减少了动力部分的整体轴向尺寸，有利于整车布局，而且重量轻。主动齿轮的轮毂向两侧延伸，轮毂内孔与主轴的轴径配合进行径向定位，保证主动齿轮与主轴的同心度，提高了系统的稳定性。。
为达到上述目的，本发明的技术方案是这样实现的：
一种电机和减速器连接的输入轴结构，包括主轴，所述主轴的输入端位于电机内，与电机的转子连接，所述主轴的输出端位于减速器内，与减速器的主动齿轮连接，所述主轴两端和中部均设置有轴承进行轴向定位，所述主动齿轮的轮毂向两侧延伸，轮毂内孔与所述主轴的轴径配合进行径向定位，保证所述主动齿轮与主轴的同心度。
进一步，所述轮毂右端内孔与主轴过渡配合或过盈配合，所述轮毂左端内孔与主轴之间设置有衬套，所述衬套与轮毂左端内孔、主轴三者形成过渡配合或过盈配合。
进一步，所述主轴上设置有卡圈卡紧所述衬套，或者所述主轴上设置有锁紧螺母紧固所述衬套。
进一步，所述轴承包括左端轴承、右端轴承和中部轴承。
进一步，所述左端轴承固定安装在所述减速器的外壳上，所述右端轴承固定安装在所述电机的外壳上；所述电机和减速器之间设置有中间壳体，所述中部轴承固定安装在所述中间壳体上。
进一步，所述中间壳体上在所述中部轴承的左边设置有压圈压紧所述中部轴承的外端面，在所述中部轴承的右边设置有油封。
进一步，所述主轴上在所述中部轴承的左边设置有一段外花键，所述主动齿轮设置有内花键，所述主动齿轮通过内花键与所述主轴的外花键连接。
进一步，所述主动齿轮的轮毂右端压紧所述中部轴承的内端面，或者所述主动齿轮的轮毂右端设置有一个轴套压紧所述中部轴承的内端面。
进一步，所述主轴与所述主动齿轮采用平键连接、或者所述主动齿轮的内孔是光孔，与所述主轴过盈配合连接、或焊接连接。
采用上述结构设置的本发明具有以下优点：
本发明将电机轴和减速器输入轴设计为一根整体式输入轴，结构简单，安装方便，减少了动力部分的整体轴向尺寸，有利于整车布局，而且重量轻。
本发明中主动齿轮的轮毂向两侧延伸，轮毂内孔与主轴的轴径配合进行径向定位，保证主动齿轮与主轴的同心度，提高了系统的稳定性。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。
附图简要说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本发明的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1是本发明的剖视图；
图2是本发明所采用主轴的剖视图；
图3是本发明所采用主动齿轮的剖视图。
图中：1.减速器；2.主动齿轮；2-1.轮毂；2-2.内花键；3.中间壳体；4.电机；5.主轴；5-1.外花键；5-2.卡槽；6.右端轴承；7.外壳；8.油封；9.中部轴承；10.压圈；11.被动齿轮；12.卡圈；13.外壳；14.左端轴承；15.衬套。
实施本发明的方式
下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能 够将本公开的范围完整的传达给本领域的技术人员。
实施例1
如图1、图2、图3所示为本发明的实施例之一，在该实施例中，一种电机和减速器连接的输入轴结构，包括主轴5，主轴5的输入端位于电机4内，与电机4的转子连接，主轴5的输出端位于减速器1内，与减速器1的主动齿轮2连接，主轴5两端和中部均设置有轴承进行轴向定位，主动齿轮2的轮毂2-1向两侧延伸，轮毂内孔与主轴5的轴径配合进行径向定位，保证主动齿轮2与主轴5的同心度。
减速器1内通常设置多级齿轮，例如与主动齿轮2啮合有被动齿轮11，其他齿轮图中未示出。
轮毂2-1右端内孔与主轴5过渡配合或过盈配合，轮毂2-1左端内孔与主轴5之间设置有衬套15，衬套15与轮毂2-1左端内孔、主轴5三者形成过渡配合或过盈配合。
主轴5上设置有卡圈12卡紧衬套15，相应地主轴5上要设置卡槽5-2。或者主轴5上设置有锁紧螺母紧固衬套15，相应地主轴5上要设置螺纹。
如图1所示，定位轴承包括左端轴承14、右端轴承6和中部轴承9。
左端轴承14固定安装在减速器1的外壳上，右端轴承6固定安装在电机4的外壳上；电机4和减速器1之间设置有中间壳体3，中部轴承9固定安装在中间壳体3上，相应地中间壳体3上需要设置安装孔槽。
如图1所示，中间壳体3上在中部轴承9的左边设置有压圈10压紧中部轴承9的外端面，在中部轴承9的右边设置有油封8。油封8可以防止减速器1内的润滑油进入电机4内部。
因为油封8设置在了中部轴承9的右边，所以中部轴承9可以是油润滑的模式，利用减速器1内的润滑油润滑，相比现有技术中采用脂润滑的模式提高了轴承使用寿命。
如图1、图2、图3所示，主轴5上在中部轴承9的左边设置有一段外花键5-1，主动齿轮2设置有内花键2-2，主动齿轮2通过内花键2-2与主轴5的外花键5-1连接。
主动齿轮2的轮毂2-1右端压紧中部轴承9的内端面，或者主动齿轮2的轮毂2-1右端设置有一个轴套压紧中部轴承9的内端面。
实施例2
与实施例1所不同的是，在该实施例中，以下方式可以代替花键连接，主轴5 与主动齿轮2采用平键连接、或者主动齿轮2的内孔是光孔，与主轴5过盈配合连接、或焊接连接。
以上所述仅为本发明的较佳实施例而已，并非用于限定本发明的保护范围。凡在本发明的精神和原则之内所作的任何修改、等同替换、改进等，均包含在本发明的保护范围内。

Claims (9)

  1. 一种电机和减速器连接的输入轴结构，包括主轴，所述主轴的输入端位于电机内，与电机的转子连接，所述主轴的输出端位于减速器内，与减速器的主动齿轮连接，所述主轴两端和中部均设置有轴承进行轴向定位，其特征在于，所述主动齿轮的轮毂向两侧延伸，轮毂内孔与所述主轴的轴径配合进行径向定位，保证所述主动齿轮与主轴的同心度。
  2. 根据权利要求1所述的输入轴结构，其特征在于，所述轮毂右端内孔与主轴过渡配合或过盈配合，所述轮毂左端内孔与主轴之间设置有衬套，所述衬套与轮毂左端内孔、主轴三者形成过渡配合或过盈配合。
  3. 根据权利要求2所述的输入轴结构，其特征在于，所述主轴上设置有卡圈卡紧所述衬套，或者所述主轴上设置有锁紧螺母紧固所述衬套。
  4. 根据权利要求1所述的输入轴结构，其特征在于，所述轴承包括左端轴承、右端轴承和中部轴承。
  5. 根据权利要求4所述的输入轴结构，其特征在于，所述左端轴承固定安装在所述减速器的外壳上，所述右端轴承固定安装在所述电机的外壳上；所述电机和减速器之间设置有中间壳体，所述中部轴承固定安装在所述中间壳体上。
  6. 根据权利要求5所述的输入轴结构，其特征在于，所述中间壳体上在所述中部轴承的左边设置有压圈压紧所述中部轴承的外端面，在所述中部轴承的右边设置有油封。
  7. 根据权利要求4所述的输入轴结构，其特征在于，所述主轴上在所述中部轴承的左边设置有一段外花键，所述主动齿轮设置有内花键，所述主动齿轮通过内花键与所述主轴的外花键连接。
  8. 根据权利要求4所述的输入轴结构，其特征在于，所述主动齿轮的轮毂右端压紧所述中部轴承的内端面，或者所述主动齿轮的轮毂右端设置有一个轴套压紧所述中部轴承的内端面。
  9. 根据权利要求1所述的输入轴结构，其特征在于，所述主轴与所述主动齿轮采用平键连接、或者所述主动齿轮的内孔是光孔，与所述主轴过盈配合连接、或焊接连接。
PCT/CN2017/071838 2016-09-09 2017-01-20 一种电机和减速器连接的输入轴结构 Ceased WO2018045705A1 (zh)

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