WO2021212338A1 - 一种动力总成和车辆 - Google Patents

一种动力总成和车辆 Download PDF

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Publication number
WO2021212338A1
WO2021212338A1 PCT/CN2020/085974 CN2020085974W WO2021212338A1 WO 2021212338 A1 WO2021212338 A1 WO 2021212338A1 CN 2020085974 W CN2020085974 W CN 2020085974W WO 2021212338 A1 WO2021212338 A1 WO 2021212338A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotating shaft
docking
bearing
centering surface
power assembly
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2020/085974
Other languages
English (en)
French (fr)
Inventor
洪健
张骁悍
陈小国
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Technologies Co Ltd
Original Assignee
Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to PCT/CN2020/085974 priority Critical patent/WO2021212338A1/zh
Priority to EP25224208.6A priority patent/EP4763557A3/en
Priority to CN202080024642.9A priority patent/CN113710909A/zh
Priority to EP20932263.5A priority patent/EP4130502B1/en
Publication of WO2021212338A1 publication Critical patent/WO2021212338A1/zh
Priority to US17/969,473 priority patent/US20230043740A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • H02K7/003—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
    • 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
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/10—Quick-acting couplings in which the parts are connected by simply bringing them together axially
    • F16D2001/103—Quick-acting couplings in which the parts are connected by simply bringing them together axially the torque is transmitted via splined connections

Definitions

  • This application relates to the field of power transmission technology, and in particular to a powertrain and a vehicle.
  • the output shaft of the motor needs to be connected to the input shaft of the reducer to transmit the rotational force generated by the output shaft of the motor to the input shaft of the reducer.
  • the output shaft of the motor is mounted on the housing of the motor through two bearings
  • the input shaft of the reducer is mounted on the housing of the reducer through the other two bearings
  • the output shaft of the motor and the reducer The input shafts are connected by splines and other structures.
  • the present application provides a powertrain and a vehicle with simple structure, stable operation, and low machining accuracy and assembly accuracy requirements.
  • an embodiment of the present application provides a power assembly, including a housing, a first rotating shaft and a second rotating shaft arranged in the housing.
  • the first rotating shaft has a first end and a second end, the first end is positioned in the housing through the first bearing, and the second end is positioned in the housing through the second bearing.
  • the second rotating shaft is arranged coaxially with the first rotating shaft.
  • the second rotating shaft has a third end and a fourth end. The third end is positioned in the housing through a third bearing, and the third bearing can slide axially relative to the housing.
  • the second end of the first rotating shaft is provided with a first coupling portion
  • the fourth end of the second rotating shaft is provided with a second coupling portion.
  • the first coupling portion and the second coupling portion Connected to make the first rotating shaft and the second rotating shaft rotate synchronously.
  • the first rotating shaft is provided with a first centering surface, which is arranged obliquely to the axis of the first rotating shaft.
  • the second rotating shaft is provided with a second centering surface, and the second centering surface is arranged obliquely to the axis of the second rotating shaft, And in the first axis, the distance between the second centering surface and the axis of the second rotating shaft gradually increases; when the powertrain is in working condition (for example, not subject to external vibration, impact, etc.), the first The pair of center surfaces abuts against the second center surface to prevent relative movement of the first rotating shaft and the second rotating shaft in the radial direction, thereby ensuring the centering between the first coupling portion and the second coupling portion.
  • a compression element can be provided in the powertrain.
  • the pressing member is connected with the housing and the third bearing, and is used to apply a force in the second axial direction (opposite to the first axial direction) to the second shaft through the third bearing, so that the first centering surface is opposite to the second shaft.
  • the centering surfaces are offset, thereby effectively ensuring that the first coupling portion and the second coupling portion have good centering properties.
  • the shape and configuration of the first centering surface and the second centering surface can be varied.
  • the first centering surface may be a conical inclined surface, a conical convex surface, or a conical concave surface structure with the axis of the first rotating shaft as the center of rotation.
  • the second centering surface may also be a conical inclined surface, a conical convex surface or a conical concave surface structure with the axis of the second rotating shaft as the rotation center.
  • a docking hole may be provided on the end surface of the second end of the first rotating shaft, and a docking post may be provided on the fourth end of the second rotating shaft.
  • a first coupling portion (such as an internal spline) can be provided on the inner wall of the docking hole; correspondingly, a second coupling portion (such as an external spline) can be provided on the outer peripheral surface of the docking column.
  • the inner spline and the outer spline are matched to realize the connection between the first rotating shaft and the second rotating shaft, so that the first rotating shaft and the second rotating shaft can rotate synchronously.
  • a first centering surface may be provided on the inner wall of the butting hole, and correspondingly, a second centering surface may be provided on the outer peripheral surface of the butting post.
  • the docking post is inserted in the docking hole, and the first centering surface can abut against the second centering surface. This can ensure the alignment between the first coupling portion and the second coupling portion, or ensure the coaxiality between the first rotating shaft and the second rotating shaft, thereby preventing the first rotating shaft and the second rotating shaft from being opposed in the radial direction. Displacement to avoid vibration (or radial runout) during rotation of the first rotating shaft and the second rotating shaft; at the same time, it also helps to reduce the machining accuracy and assembly accuracy of the first coupling part and the second coupling part.
  • the powertrain or the second shaft when the powertrain or the second shaft is subjected to external force or vibration, it may cause the second shaft to move in the second axial direction, thereby causing the first centering surface and the second centering surface to be opposite to each other. Separation, so that the centering between the first coupling part and the second coupling part cannot be ensured.
  • the auxiliary coupling surface can also be used to ensure the alignment between the first coupling portion and the second coupling portion.
  • a cylindrical first auxiliary coupling surface can be provided on the inner wall of the docking hole, and a cylindrical second auxiliary coupling surface can be provided on the outer periphery of the docking post, wherein the first auxiliary coupling surface and the second auxiliary coupling surface Clearance fit.
  • the first auxiliary joint surface and the second auxiliary joint surface always maintain a clearance fit, so that when the first centering surface and the second centering surface are separated from each other, the first auxiliary joint surface passes through The clearance fit with the second auxiliary joint surface can still ensure the alignment between the first coupling part and the second coupling part, thereby improving the stability and reliability of the powertrain during operation.
  • the coupling between the first and second rotating shafts is realized by providing a butting hole on the first rotating shaft and a butting post on the second rotating shaft, and at the same time, it is ensured that the first rotating shaft and the second rotating shaft are connected Coaxiality between.
  • the positions of the docking hole and the docking post can also be interchanged.
  • a docking post can be provided on the first rotating shaft, and a docking hole can be provided on the second rotating shaft. After the docking post is inserted in the docking hole, the connection between the first rotating shaft and the second rotating shaft can be realized, and at the same time, the connection between the first rotating shaft and the second rotating shaft can be realized. Ensure the coaxiality between the first rotating shaft and the second rotating shaft.
  • a second coupling portion (such as an internal spline) can be provided on the inner wall of the docking hole; correspondingly, a first coupling portion (such as an external spline) can be provided on the outer peripheral surface of the docking column.
  • the inner spline and the outer spline are matched to realize the connection between the first rotating shaft and the second rotating shaft, so that the first rotating shaft and the second rotating shaft can rotate synchronously.
  • a second centering surface may be formed on the inner wall of the butting hole, and correspondingly, a first centering surface may be formed on the outer peripheral surface of the butting post.
  • the docking post is inserted in the docking hole, and the first centering surface can abut against the second centering surface. This can ensure the alignment between the first coupling portion and the second coupling portion, or ensure the coaxiality between the first rotating shaft and the second rotating shaft, thereby preventing the first rotating shaft and the second rotating shaft from being opposed in the radial direction. Displacement to avoid vibration (or radial runout) during rotation of the first rotating shaft and the second rotating shaft; at the same time, it also helps to reduce the machining accuracy and assembly accuracy of the first coupling part and the second coupling part.
  • the powertrain or the second shaft when the powertrain or the second shaft is subjected to external force or vibration, it may cause the second shaft to move in the second axial direction, thereby causing the first centering surface and the second centering surface to be opposite to each other. Separation, so that the centering between the first coupling part and the second coupling part cannot be ensured.
  • the auxiliary coupling surface can also be used to ensure the alignment between the first coupling portion and the second coupling portion.
  • a cylindrical second auxiliary coupling surface can be provided on the inner wall of the docking hole, and a cylindrical first auxiliary coupling surface can be provided on the outer periphery of the docking post, wherein the first auxiliary coupling surface and the second auxiliary coupling surface Clearance fit.
  • the pressing member applies the second axial direction to the third bearing (the second rotating shaft).
  • the upper force causes the second shaft and the third bearing to slide in the second axial direction, so that the first centering surface and the second centering surface closely abut against each other.
  • the second rotating shaft is affected by external vibrations, it will slide in the first axis (the direction opposite to the first axis).
  • the pressing member will be elastically deformed. Prevent the compression piece from being excessively deformed and failing.
  • a limit surface can be provided in the housing.
  • the powertrain may also include a reducer and a motor.
  • the first rotating shaft can be used as the input shaft of the reducer, and the outer circumference of the second rotating shaft can be equipped with gears or directly molded into a gear structure; the first housing can be used as the reducer housing, and the gear components in the reducer can be Set in the first housing.
  • the second rotating shaft can be used as the rotor shaft of the motor, the second rotating shaft can be provided with a rotor, and the third housing can be provided with a stator.
  • the second housing can be used as an auxiliary component for fixedly connecting the reducer housing (first housing) and the motor housing (third housing), thereby effectively improving the integrity of the powertrain.
  • the powertrain can be installed in vehicles, ships, drones and other fields.
  • the powertrain in a vehicle, can be coupled with the wheels in the vehicle to drive the wheels to rotate to realize the driving function of the vehicle.
  • the vehicle may be a passenger car, a robotic vehicle, etc., which is not specifically limited in this application.
  • FIG. 1 is a schematic diagram of a cross-sectional structure of a power assembly provided by an embodiment of the application
  • FIG. 2 is a schematic diagram of a partial cross-sectional structure of a powertrain according to an embodiment of the application
  • FIG. 3 is an exploded view of a partial structure of a power assembly provided by an embodiment of the application.
  • FIG. 4 is a schematic cross-sectional structure diagram of a partial structure of a powertrain according to an embodiment of the application.
  • FIG. 5 is a schematic diagram of a partial cross-sectional structure of a powertrain according to an embodiment of the application.
  • FIG. 6 is a schematic diagram of a partial cross-sectional structure of a first rotating shaft according to an embodiment of the application.
  • FIG. 7 is a schematic partial cross-sectional structure diagram of another first rotating shaft according to an embodiment of the application.
  • FIG. 8 is a schematic diagram of a partial cross-sectional structure of a second rotating shaft according to an embodiment of the application.
  • FIG. 9 is a schematic partial cross-sectional structure diagram of another second rotating shaft according to an embodiment of the application.
  • FIG. 10 is a schematic cross-sectional structure diagram of a power assembly provided by an embodiment of the application.
  • FIG. 11 is a schematic cross-sectional structure diagram of a partial structure of a powertrain according to an embodiment of the application.
  • FIG. 12 is a schematic cross-sectional structure diagram of another power assembly provided by an embodiment of the application.
  • the power assembly provided by the embodiments of the present application can be applied in the fields of vehicles, ships, drones, etc.
  • the power assembly can be used as an intermediate structure for power transmission to meet the power transmission requirements between the power source and the load.
  • the powertrain may include an output shaft and an input shaft that are connected through a coupling structure (such as a spline).
  • the rotational torque generated by the output shaft can be transmitted to the input shaft through the coupling structure, so that the input shaft can follow the output.
  • the axis rotates synchronously.
  • the powertrain may also include a power source.
  • the power assembly can include a motor (the motor can be used as a power source) and a reducer, and the rotor shaft of the motor can be used as an output shaft.
  • the reducer is equipped with an input shaft, the input shaft of the reducer can be connected with the output shaft of the motor through a coupling structure (such as spline), and the output shaft of the reducer can be connected with the load; therefore, the output shaft of the motor can be connected by the reducer
  • the power is transmitted to the load so that the load can complete the corresponding action.
  • the load may be the wheels in the vehicle.
  • the load can be a propeller in the ship.
  • the payload can be a rotor.
  • the output shaft of the motor can be positioned in the housing of the motor through a bearing (such as a rolling bearing) to prevent the output shaft from being displaced in the axial and radial directions relative to the housing.
  • the input shaft of the reducer can be positioned in the housing of the reducer through a bearing (such as a rolling bearing) to prevent the input shaft from being displaced in the axial and radial directions relative to the housing.
  • the output shaft of the motor can be positioned in the housing through two bearings, and the two bearings can be respectively arranged at both ends of the output shaft to prevent positional deviation and Radial runout.
  • the input shaft of the reducer can also be positioned in the housing through two bearings, and the two bearings can be respectively arranged at both ends of the input shaft to prevent position deviation and radial runout of the input shaft during rotation.
  • a spline structure can be set on the input shaft and a spline structure can be set on the output shaft.
  • the two spline structures are matched, it is necessary to ensure the alignment between the two. Therefore, the processing accuracy and the assembly accuracy are higher.
  • the output shaft and the output shaft are positioned by two bearings, the number of bearings used is large, which will increase the production cost and weight of the powertrain, which is not conducive to the simplified and integrated design of the powertrain. In addition, It will also increase the difficulty and complexity of assembly.
  • the present application provides a power assembly with a simple structure, stable operation, and low machining accuracy and assembly accuracy requirements.
  • references described in this specification to "one embodiment” or “some embodiments”, etc. mean that one or more embodiments of the present application include a specific feature, structure, or characteristic described in combination with the embodiment. Therefore, the sentences “in one embodiment”, “in some embodiments”, “in some other embodiments”, “in some other embodiments”, etc. appearing in different places in this specification are not necessarily All refer to the same embodiment, but mean “one or more but not all embodiments” unless it is specifically emphasized otherwise.
  • the terms “including”, “including”, “having” and their variations all mean “including but not limited to”, unless otherwise specifically emphasized.
  • an embodiment of the present application provides a power assembly, which includes a first rotating shaft 10 and a second rotating shaft 20 that are coaxially arranged.
  • the first rotating shaft 10 is positioned in a housing 30 through two bearings, that is, the first One end 101 (left end) is positioned in the housing 30 through the first bearing 01, and the second end 102 (right end) is positioned in the housing 30 through the second bearing 02 to prevent the first rotating shaft 10 from facing each other in the axial and radial directions
  • the housing 30 is displaced.
  • the third end 201 (right end) of the second rotating shaft 20 is positioned in the housing 30 through a bearing (third bearing 03) to prevent the second rotating shaft 20 and the third bearing 03 from being displaced relative to the housing 30 in the radial direction.
  • the third bearing 03 can slide relative to the housing 30 in the axial direction, so as to allow the second rotating shaft 20 to slide with the third bearing 03 relative to the housing 30 in the axial direction.
  • the second end 102 (right end) of the first rotating shaft 10 is provided with a first coupling portion 11
  • the fourth end 202 (left end) of the second rotating shaft 20 is provided with a second coupling portion 21.
  • the coupling of the portion 11 and the second coupling portion 21 can realize the synchronous rotation of the first rotating shaft 10 and the second rotating shaft 20.
  • the first rotating shaft 10 is also provided with a first centering surface 12, which is arranged obliquely to the axis of the first rotating shaft 10 , And in the first axial direction (the direction from left to right in FIG. 1), the distance between the first centering surface 12 and the axis of the first rotating shaft 10 gradually increases.
  • the second rotating shaft 20 is further provided with a second centering surface 22, which is arranged obliquely to the axis of the second rotating shaft 20, and in the first axial direction, the second centering surface 22 and the second rotating shaft 20 The distance between the axes gradually increases.
  • the powertrain When the powertrain is in working condition (not affected by external vibration or impact), the first centering surface 12 and the second centering surface 22 abut against each other, thereby preventing the second end 102 of the first shaft 10 from being
  • the fourth end 202 of the rotating shaft 20 generates a relative displacement in the radial direction to improve the centering between the first coupling portion 11 and the second coupling portion 21.
  • the powertrain further includes a pressing member 40.
  • the pressing member 40 is connected to the housing 30 and the third bearing 03 (specifically, it may be abutting or fixedly connected, etc.), and is used to apply a second axial direction (and the third bearing 03) to the second rotating shaft 20 through the third bearing 03 One axial direction is opposite), so that the third bearing 03 can drive the second rotating shaft 20 to slide in the second axial direction, so that the first centering surface 12 can closely abut against the second centering surface 22.
  • the matching relationship among the housing 30, the first rotating shaft 10, the first bearing 01 and the second bearing 02 can be various.
  • the first bearing 01 and the housing 30 can be fabricated and assembled by means of clearance fit, etc.; between the first bearing 01 and the first rotating shaft 10 Can adopt interference fit and other methods for production and assembly.
  • the second bearing 02 and the housing 30 can be fabricated and assembled by means of clearance fit, etc.; the second bearing 02 and the second rotating shaft 20 can be fabricated and assembled by means of interference fit or the like.
  • the housing 30 is provided with a shoulder 31 that abuts against the first bearing 01 and a shoulder 32 that abuts against the second bearing 02 is provided.
  • the first end 101 (left end) of the first rotating shaft 10 is provided with a shoulder 13 which abuts against the first bearing 01, and the second end 102 (right end) is provided with a shoulder 14 which abuts against the second bearing 02.
  • the first rotating shaft 10 is effectively positioned in the housing 30 through the first bearing 01 and the second bearing 02, thereby effectively preventing the first rotating shaft 10 produces radial and axial displacements relative to the housing 30 to improve the stability of the first rotating shaft 10 during rotation.
  • the specific structure of the first rotating shaft 10, the specific structure of the second rotating shaft 20, and the mutual cooperation relationship between the first rotating shaft 10 and the second rotating shaft 20 may be various.
  • the first rotating shaft 10 and the second rotating shaft 20 are connected by a spline structure, that is, the first connecting portion 11 and the second connecting portion 21 are all spline structures.
  • the second end 102 of the first rotating shaft 10 is provided with a docking hole 15
  • the fourth end 202 of the second rotating shaft 20 is provided with a docking post 23.
  • An internal spline (first coupling portion 11) is formed on the inner wall of the docking hole 15, and an external spline (second coupling portion 21) is formed on the outer peripheral surface of the docking post 23.
  • the rear inner spline is coupled with the outer spline, so that the first rotating shaft 10 and the second rotating shaft 20 can rotate synchronously.
  • the inner spline and the outer spline can be connected by a clearance fit to improve the convenience of assembly.
  • the inner spline and the outer spline can ensure the neutrality between the two without using their own structural accuracy. Therefore, it also helps to reduce the manufacturing accuracy of the inner spline and the outer spline, thereby reducing the production cost. And difficulty.
  • the first coupling portion 11 and the second coupling portion 21 may also be other types of key connection structures, or may also be other coupling structures capable of transmitting torque, which is not specifically limited in this application.
  • the inner wall of the docking hole 15 is formed with a first centering surface 12, and the outer periphery of the docking post 23 is formed with a second centering surface 22.
  • the second rotating shaft 20 since the right end of the second rotating shaft 20 is positioned in the housing 30 through a bearing, when the fourth end 202 is not positioned with a bearing, the second rotating shaft 20 will form a cantilever structure to a certain extent. When the rotating shaft 20 rotates, it is prone to radial runout. Therefore, through the first centering surface 12 and the second centering surface 22, the fourth end 202 can be effectively positioned, and the fourth end 202 can be prevented from changing in the axial and radial directions, so as to lift the first shaft 10 and the first shaft 10 and the second shaft. The coaxiality of the two rotating shafts 20.
  • the structure of the first centering surface 12 and the second centering surface 22 can be various.
  • the first centering surface 12 may be a conical inclined surface structure with the axis of the first rotating shaft 10 as the center of rotation.
  • the first centering surface 12 may be a conical surface formed on the inner wall of the abutting hole 15 (specifically, it may be a conical surface without a tip), and the rotation center of the conical surface coincides with the axis of the first rotating shaft 10 .
  • the second centering surface 22 may also be a conical inclined surface structure with the axis of the second rotating shaft 20 as the center of rotation.
  • the second centering surface 22 may be a conical surface (specifically, a conical surface without a tip) formed on the outer circumference of the butting column 23, and the rotation center of the conical surface coincides with the axis of the second rotation shaft 20 .
  • the inclination (the included angle between the inclined surface and the axis) of the first centering surface 12 and the second centering surface 22 may be the same or different.
  • first centering surface 12 may also be a conical convex surface structure or a conical concave surface structure.
  • second centering surface 22 may also be a conical convex surface structure or a conical concave surface structure.
  • the first centering surface 12 may be a conical convex structure with the axis of the first rotating shaft 10 as the center of rotation; that is, the first centering surface 12 may be formed on the inner wall of the abutting hole 15. Cone convex surface, the rotation center of the cone convex surface coincides with the axis center of the first rotating shaft 10.
  • the first centering surface 12 may be a conical concave surface structure with the axis of the first rotating shaft 10 as the center of rotation; that is, the first centering surface 12 may be a conical concave surface formed on the inner wall of the abutting hole 15. The center of rotation of the conical concave surface coincides with the center of the first rotation shaft 10.
  • the second centering surface 22 may also be a conical convex structure with the axis of the second rotating shaft 20 as the center of rotation; that is, the second centering surface 22 may be formed on the outer periphery of the butting column 23 Cone convex surface, the rotation center of the cone convex surface coincides with the axis center of the second rotating shaft 20.
  • the second centering surface 22 may also be a conical concave surface structure with the axis of the second rotating shaft 20 as the center of rotation; that is, the second centering surface 22 may be a conical concave surface formed on the outer periphery of the butting column 23 , The rotation center of the conical concave surface coincides with the axis center of the second rotation shaft 20.
  • first centering surface 12 and the second centering surface 22 may also have other structural forms, which are not specifically limited in this application.
  • the second shaft 20 can slide in the axial direction relative to the first shaft 10, and is driven by the pressing member 40 The second rotating shaft 20 slides along the second axial direction so that the first centering surface 12 and the second centering surface 22 closely abut against each other.
  • the second rotating shaft 20 is positioned in the housing 30 through the third bearing 03.
  • the third bearing 03 can prevent the second rotating shaft 20 from moving relative to the housing 30 in the radial direction to a certain extent, and at the same time can allow the second rotating shaft 20 to slide relative to the housing 30 in the axial direction. Since in actual application, the second rotating shaft 20 will produce a rotational movement, therefore, in order to prevent relative friction between the second rotating shaft 20 and the inner ring of the third bearing 03, the second rotating shaft 20 and the third bearing 03 can be used The production and assembly are performed in an interference fit manner to maintain a relatively fixed state between the second rotating shaft 20 and the third bearing 03.
  • the outer ring of the third bearing 03 and the housing 30 are fabricated and assembled in a clearance fit manner, so that the third bearing 03 (or the second rotating shaft 20) can slide relative to the housing 30.
  • the pressing member 40 is connected to the outer ring of the third bearing 03 and the housing 30, and the pressing member 40 can move to the left ( The second axial direction) pushes the third bearing 03, so that the third bearing 03 drives the second rotating shaft 20 to move to the left, so that the first centering surface 12 and the second centering surface 22 closely abut against each other.
  • the pressing member 40 may be a structural member capable of providing elastic force, such as a coil spring, a wave spring, or an elastic sheet, which is not specifically limited in this application.
  • a limit surface 33 is provided on the housing 30.
  • the limit surface 33 can abut the outer ring of the third bearing 03, thereby preventing the third bearing 03 and the second rotating shaft 20 from continuing to move to the right.
  • the inner wall of the docking hole 15 is formed with a cylindrical first auxiliary coupling surface 16.
  • a cylindrical second auxiliary joining surface 24 is formed on the outer periphery of the butting post 23.
  • the first auxiliary joint surface 16 and the second auxiliary joint surface 24 always maintain a clearance fit, so that when the first centering surface 12 and the second centering surface 22 are separated from each other, The clearance fit between the first auxiliary coupling surface 16 and the second auxiliary coupling surface 24 can still ensure the alignment between the first coupling portion 11 and the second coupling portion 21, thereby improving the stability of the powertrain during operation And reliability.
  • the docking hole 15 is provided at the second end 102 of the first rotating shaft 10
  • the docking post 23 is provided at the fourth end 202 of the second rotating shaft 20, so as to realize the difference between the first rotating shaft 10 and the second rotating shaft 20. Effective engagement between. It can be understood that, in other embodiments, the positions of the docking hole 15 and the docking post 23 can also be interchanged.
  • the docking hole 15 may be provided at the fourth end 202 of the second rotating shaft 20, and the docking post 23 may be provided at the second end 102 of the first rotating shaft 10.
  • the first coupling portion 11, the first centering surface 12, and the first auxiliary coupling surface 16 may be formed on the outer peripheral surface of the mating post 23; the second coupling portion 21, the second centering surface 22, and the second auxiliary coupling surface 24 may be formed on the inner wall of the butting hole 15.
  • the structural form in the docking hole 15 may be the same as or similar to that in the foregoing embodiment.
  • the structural form of the docking post 23 may be the same or similar to that in the foregoing embodiment, which will not be repeated here.
  • the housing 30 may be composed of three independent housings 30 combined.
  • the housing 30 may include a first housing 30a, a second housing 30b, and a third housing 30c.
  • the left end of the second housing 30b may be fixedly connected to the first housing 30a.
  • the right end may be fixedly connected to the third housing 30c.
  • the bearing and shaft can be assembled first.
  • the first bearing 01 can be assembled on the left end of the first rotating shaft 10
  • the second bearing 02 can be assembled on the right end of the first rotating shaft 10
  • the third bearing 03 can be assembled on the right end of the second bearing 02.
  • the first bearing 01 is assembled in the first housing 30a, and the second bearing 02 is assembled in the second housing 30b, so that the first rotating shaft 10 is positioned in the first housing through the first bearing 01 and the second bearing 02 Body 30a and second housing 30b. Then, the first housing 30a and the second housing 30b are coupled.
  • the first housing 30a and the second housing 30b may be fixedly connected by a structure such as screws.
  • the pressing member 40 may be assembled in the third housing 30c first, and then the third bearing 03 may be assembled in the third housing 30c.
  • the docking post 23 of the second rotating shaft 20 is inserted into the docking hole 15 of the first rotating shaft 10; finally, the second housing 30b and the third housing 30c are fixedly connected, so as to realize the connection of the powertrain assembly.
  • the powertrain may further include a reducer 50 and a motor 60.
  • the first rotating shaft 10 can be used as the input shaft of the reducer 50, and the outer periphery of the second rotating shaft 20 can be equipped with a gear 51 or directly molded into a gear 51 structure; the first housing 30a can be used as the housing of the reducer 50. Components such as the gear 51 assembly in 50 may be arranged in the first housing 30a.
  • the second rotating shaft 20 may be used as the rotor shaft of the motor 60, the second rotating shaft 20 may be provided with a rotor 62, and the third housing 30c may be provided with a stator 61.
  • the second housing 30b can be used as an auxiliary component for fixedly connecting the reducer 50 housing (first housing 30a) and the motor 60 housing (third housing 30c), thereby effectively improving the integrity of the powertrain.
  • the powertrain can be installed in vehicles, ships, drones and other equipment.
  • the powertrain in a vehicle, can be coupled with the wheels in the vehicle to drive the wheels to rotate to realize the driving function of the vehicle.
  • the vehicle may be a passenger car, a robotic vehicle, etc., which is not specifically limited in this application.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • General Details Of Gearings (AREA)
  • Mounting Of Bearings Or Others (AREA)
  • Support Of The Bearing (AREA)

Abstract

一种动力总成和车辆，涉及传动技术领域，动力总成包括壳体（30）、第一转轴（10）、第二转轴（20）和压紧件（40）；第一转轴（10）通过两个轴承（01，02）定位在壳体（30）内，第二转轴（20）通过一个轴承（03）定位在壳体（30）内，且第二转轴（20）能够沿轴向滑动；第一转轴（10）设有第一联接部（11），第二转轴（20）设有第二联接部（21），第一联接部（11）与第二联接部（21）联接，以使第一转轴（10）和第二转轴（20）同步转动；第一转轴（10）的第二端设有倾斜于第一转轴（10）的轴心的第一对中面（12），第二转轴（20）的第四端设有倾斜于第二转轴（20）的轴心的第二对中面（22），压紧件（40）用于向第二转轴（20）施加作用力，以使第一对中面（12）与第二对中面（22）相抵，从而能够有效保证第一联接部（11）和第二联接部（21）之间的对中性，以解决动力总成结构复杂、加工精度高、易产生振动的问题。

Description

一种动力总成和车辆 技术领域
本申请涉及动力传动技术领域，尤其涉及一种动力总成和车辆。
背景技术
在一些动力传统系统中，需要通过转轴与转轴的对接来实现转动力的传输。例如，在电机和减速器所组成的动力传动系统中，电机的输出轴需要与减速器的输入轴进行对接，以将电机的输出轴所产生的转动力传递给减速器的输入轴。在传统的配置结构中，电机的输出轴通过两个轴承安装在电机的壳体上，减速器的输入轴通过另外的两个轴承安装在减速器的壳体上，电机的输出轴和减速器的输入轴之间通过花键等结构进行联接。但是，在制作和装配过程中，为了保证转动力传递的稳定性，需要保证四个轴承的轴心位于同一个轴线上，同时，也要保证电机的输出轴的轴心和减速器的输入轴的轴心位于同一个轴线上。因此，对电机的输出轴、减速器的输入轴的加工精度要求较高，且对四个轴承之间的定位精度要求也比较高，很难保证花键的对中性。在电机的输出轴和减速器的输入轴旋转时，容易产生振动等不良问题。另外，由于采用了四个轴承，导致零部件数量较多，装配过程复杂，不利于动力总成的集成化、紧凑化发展。
发明内容
本申请提供了一种结构简单、运行平稳、加工精度和装配精度要求较低的动力总成和车辆。
一方面，本申请实施例提供了一种动力总成，包括壳体、设置在壳体内的第一转轴和第二转轴。第一转轴具有第一端和第二端，第一端通过第一轴承定位在壳体内，第二端通过第二轴承定位在壳体内。第二转轴与第一转轴同轴设置，第二转轴具有第三端和第四端，第三端通过第三轴承定位在壳体内，且第三轴承可沿轴向相对壳体滑动。为了实现第一转轴和第二转轴的同步转动，第一转轴的第二端设有第一联接部，第二转轴的第四端设有第二联接部，第一联接部与第二联接部联接，以使第一转轴和第二转轴同步转动。另外，为了保证第一联接部和第二联接部之间的对中性，第一转轴设有第一对中面，第一对中面倾斜于第一转轴的轴心设置，且在第一轴向上，第一对中面与第一转轴的轴心之间的距离逐渐增大；第二转轴设有第二对中面，第二对中面倾斜于第二转轴的轴心设置，且在第一轴向上，第二对中面与第二转轴的轴心之间的距离逐渐增大；当动力总成处于工作状态(例如，不遭受外界振动、冲击等情况)时，第一对中面与第二对中面相抵，以使防止第一转轴和第二转轴在径向上相对移动，从而保证第一联接部和第二联接部之间的对中性。
另外，为了使第一对中面和第二对中面紧密相抵，动力总成中还可以设置压紧件。压紧件与壳体和第三轴承连接，用于通过第三轴承相第二转轴施加第二轴向(与第一轴向相反)上的作用力，以使第一对中面与第二对中面相抵，从而能够有效保证第一联接部和第二联接部具备良好的对中性。
在具体实施时，第一对中面和第二对中面的形状构造可以是多样的。
例如，第一对中面可以是以第一转轴的轴心为旋转中心的圆锥斜面、圆锥凸面或圆锥 凹面结构。相应的，第二对中面也可以是以第二转轴的轴心为旋转中心的圆锥斜面、圆锥凸面或圆锥凹面结构。
在进行具体配置时，可以在第一转轴的第二端的端面设置对接孔，可以在第二转轴的第四端设置对接柱。对接柱插设在对接孔内后便可实现第一转轴和第二转轴之间的联接，同时也能保证第一转轴和第二转轴之间的同轴性。
具体来说，可以在对接孔的内壁设置第一联接部(如内花键)；相应的，可以在对接柱的外周面上设置第二联接部(如外花键)。对接柱插设在对接孔内后，内花键与外花键相配合，从而可以实现第一转轴和第二转轴之间的联接，以使第一转轴和第二转轴能够同步转动。另外，还可以在对接孔的内壁形设置第一对中面，相应的，可以在对接柱的外周面设置第二对中面。对接柱插设在对接孔内，第一对中面可以与第二对中面相抵。从而能够保证第一联接部和第二联接部之间的对中性，或保证第一转轴和第二转轴之间的同轴性，从而可以防止第一转轴和第二转轴在径向上产生相对位移，以避免第一转轴和第二转轴在旋转时产生振动(或径向跳动)；同时，还有助于降低第一联接部和第二联接部的加工精度和装配精度。
另外，在另一些实施方式中，当动力总成或第二转轴遭受外力或振动时，可能会导致第二转轴在第二轴向上移动，从而导致第一对中面和第二对中面相分离，从而不能保证第一联接部和第二联接部之间的对中性。为此，在一些实施方式中，还可以通过辅助结合面来保证第一联接部和第二联接部之间的对中性。
在具体实施时，可以在对接孔的内壁设置圆柱形的第一辅助结合面，可以在对接柱的外周设置圆柱形的第二辅助结合面，其中，第一辅助结合面与第二辅助结合面间隙配合。当第二转轴在轴向上滑动时，第一辅助结合面和第二辅助结合面始终保持间隙配合，以当第一对中面和第二对中面相互分离时，通过第一辅助结合面和第二辅助结合面的间隙配合仍能够保证第一联接部和第二联接部之间的对中性，从而能够提升动力总成在运行时的平稳性和可靠性。
在上述实施方式中，通过在第一转轴上设置对接孔、在第二转轴上设置对接柱的形式实现第一转轴和第二转轴之间的联接，同时，保证第一转轴和第二转轴之间的同轴性。在另一些实施方式中，对接孔和对接柱的位置也可以互换。
具体来说，可以在第一转轴上设置对接柱、在第二转轴上设置对接孔，对接柱插设在对接孔内后便可实现第一转轴和第二转轴之间的联接，同时也能保证第一转轴和第二转轴之间的同轴性。
在具体实施时，可以在对接孔的内壁设置第二联接部(如内花键)；相应的，可以在对接柱的外周面上设置第一联接部(如外花键)。对接柱插设在对接孔内后，内花键与外花键相配合，从而可以实现第一转轴和第二转轴之间的联接，以使第一转轴和第二转轴能够同步转动。另外，还可以在对接孔的内壁形成第二对中面，相应的，可以在对接柱的外周面形成第一对中面。对接柱插设在对接孔内，第一对中面可以与第二对中面相抵。从而能够保证第一联接部和第二联接部之间的对中性，或保证第一转轴和第二转轴之间的同轴性，从而可以防止第一转轴和第二转轴在径向上产生相对位移，以避免第一转轴和第二转轴在旋转时产生振动(或径向跳动)；同时，还有助于降低第一联接部和第二联接部的加工精度和装配精度。
另外，在另一些实施方式中，当动力总成或第二转轴遭受外力或振动时，可能会导致 第二转轴在第二轴向上移动，从而导致第一对中面和第二对中面相分离，从而不能保证第一联接部和第二联接部之间的对中性。为此，在一些实施方式中，还可以通过辅助结合面来保证第一联接部和第二联接部之间的对中性。
在具体实施时，可以在对接孔的内壁设置圆柱形的第二辅助结合面，可以在对接柱的外周设置圆柱形的第一辅助结合面，其中，第一辅助结合面与第二辅助结合面间隙配合。当第二转轴在轴向上滑动时，第一辅助结合面和第二辅助结合面始终保持间隙配合，以当第一对中面和第二对中面相互分离时，通过第一辅助结合面和第二辅助结合面的间隙配合仍能够保证第一联接部和第二联接部之间的对中性，从而能够提升动力总成在运行时的平稳性和可靠性。
另外，由于第一对中面和第二对中面的紧密贴合是由压紧件施加弹性力而实现的，即，压紧件会向第三轴承(第二转轴)施加第二轴向上的作用力，使第二转轴和第三轴承向第二轴向滑动，以使第一对中面会与第二对中面紧密相抵。当第二转轴受到外界振动等影响后，会向第一轴向滑动(与第一轴向相反的方向)由于第二转轴在第一轴向上滑动时会使压紧件产生弹性形变，为了防止压紧件产生过度形变而失效。壳体中可以设置限位面，当第二转轴和第三轴承向第一轴向滑动一定距离后，限位面会与第三轴承相抵，从而能够防止第二转轴和第三轴承继续向第一轴向滑动，从而能够有效防止压紧件产生过度形变，以避免压紧件失效。
另外，在另一些实施方式中，动力总成还可以包括减速器和电机。具体来说，第一转轴可以作为减速器的输入轴，第二转轴的外周可以安装齿轮或直接成型出齿轮结构；第一壳体可以作为减速器壳体，减速器内的齿轮组件等部件可以设置在第一壳体内。第二转轴可以作为电机的转子轴，第二转轴上可以设置转子，第三壳体内可以设置定子。第二壳体可以作为用于固定连接减速器壳体(第一壳体)和电机壳体(第三壳体)的辅助部件，从而可以有效提升动力总成的整体性。
在实际应用时，动力总成可以安装在车辆、船舶、无人机等领域中。例如，在车辆中，动力总成可以与车辆中的车轮进行联接，从而驱动车轮进行旋转，以实现车辆的行驶功能。在具体实施时，车辆可以是乘用车、机器人车辆等，本申请对此不作具体限定。
附图说明
图1为本申请实施例提供的一种动力总成的剖面结构示意图；
图2为本申请实施例提供的一种动力总成的局部剖面结构示意图；
图3为本申请实施例提供的一种动力总成的部分结构的分解图；
图4为本申请实施例提供的一种动力总成的部分结构的剖面结构示意图；
图5为本申请实施例提供的一种动力总成的局部剖面结构示意图；
图6为本申请实施例提供的一种第一转轴的局部剖面结构示意图；
图7为本申请实施例提供的另一种第一转轴的局部剖面结构示意图；
图8为本申请实施例提供的一种第二转轴的局部剖面结构示意图；
图9为本申请实施例提供的另一种第二转轴的局部剖面结构示意图；
图10为本申请实施例提供的一种动力总成的剖面结构示意图；
图11为本申请实施例提供的一种动力总成的部分结构的剖面结构示意图；
图12为本申请实施例提供的另一种动力总成的剖面结构示意图。
具体实施方式
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。
为了方便理解本申请实施例提供的动力总成，下面首先介绍一下其应用场景。
本申请实施例提供的动力总成可以应用在车辆、船舶、无人机等领域中，动力总成可以作为动力传输的中间结构，以满足动力源与负载之间的动力传输需求。具体来说，动力总成中可以包括通过联接结构(如花键)进行联接的输出轴和输入轴，输出轴所产生的转动力矩，能够通过联接结构传递给输入轴，以使输入轴能够跟随输出轴同步转动。或者，动力总成也可以包括动力源。具体来说，动力总成中可以包括电机(电机可以作为动力源)和减速器，电机的转子轴可以作为输出轴。减速器中设有输入轴，减速器的输入轴可以通过联接结构(如花键)与电机的输出轴联接，减速器的输出轴可以与负载进行联接；因此，电机的输出轴可以通过减速器将动力传递给负载，以使负载能够完成相应的动作。例如，在车辆中，负载可以是车辆中的车轮。在船舶中，负载可以是船舶中的螺旋桨。在无人机领域中，负载可以是旋翼。
以动力总成包括上述的电机和减速器为例。在实际应用中，电机的输出轴可以通过轴承(如滚动轴承)定位在电机的壳体中，以防止输出轴相对壳体在轴向和径向上产生位移。减速器的输入轴可以通过轴承(如滚动轴承)定位在减速器的壳体中，以防止输入轴相对壳体在轴向和径向上产生位移。另外，为了保证动力总成的传动平稳性，电机的输出轴可以通过两个轴承定位在壳体内，两个轴承可以分别设置在输出轴的两端，以防止输出轴在旋转时产生位置偏差和径向跳动。相应的，减速器的输入轴也可以通过两个轴承定位在壳体内，两个轴承可以分别设置在输入轴的两端，以防止输入轴在旋转时产生位置偏差和径向跳动。在将输入轴与输出轴进行联接时，可以在输入轴上设置花键结构、在输出轴上设置花键结构。两个花键结构在进行配合时，需要保证两者之间的对中性，因此，对加工精度和装配精度要求较高。另外，由于输出轴和输出轴均采用两个轴承进行定位，轴承使用的数量较多，从而会增加动力总成的制作成本和重量，不利于动力总成的精简化、集成化设计，另外，也会增加装配难度和繁复程度。
基于上述动力总成存在的问题，本申请提供了一种结构简单、运行平稳、加工精度和装配精度要求较低的动力总成。
为了便于理解本申请技术方案，下面将结合附图和具体实施方式对本申请所提供的动力总成进行具体说明。
以下实施例中所使用的术语只是为了描述特定实施例的目的，而并非旨在作为对本申请的限制。如在本申请的说明书和所附权利要求书中所使用的那样，单数表达形式“一个”、“一种”、“上述”、“该”和“这一”旨在也包括例如“一个或多个”这种表达形式，除非其上下文中明确地有相反指示。还应当理解，在本申请以下各实施例中，“至少一个”、“一个或多个”是指一个、两个或两个以上。术语“和/或”，用于描述关联对象的关联关系，表示可以存在三种关系；例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B的情况，其中A、B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。
在本说明书中描述的参考“一个实施例”或“一些实施例”等意味着在本申请的一个或多个实施例中包括结合该实施例描述的特定特征、结构或特点。由此，在本说明书中的 不同之处出现的语句“在一个实施例中”、“在一些实施例中”、“在其他一些实施例中”、“在另外一些实施例中”等不是必然都参考相同的实施例，而是意味着“一个或多个但不是所有的实施例”，除非是以其他方式另外特别强调。术语“包括”、“包含”、“具有”及它们的变形都意味着“包括但不限于”，除非是以其他方式另外特别强调。
如图1所示，本申请实施例提供了一种动力总成，包括同轴设置的第一转轴10和第二转轴20，第一转轴10通过两个轴承定位在壳体30内，即第一端101(左端)通过第一轴承01定位在壳体30内，第二端102(右端)通过第二轴承02定位在壳体30内，以防止第一转轴10在轴向和径向上相对壳体30产生位移。第二转轴20的第三端201(右端)通过一个轴承(第三轴承03)定位在壳体30内，以防止第二转轴20和第三轴承03在径向上相对壳体30产生位移。第三轴承03能够沿轴向相对壳体30滑动，以允许第二转轴20在轴向上与第三轴承03一起相对壳体30滑动。如局部放大部分所示，第一转轴10的第二端102(右端)设有第一联接部11，第二转轴20的第四端202(左端)设有第二联接部21，第一联接部11与第二联接部21联接便可实现第一转轴10和第二转轴20的同步转动。为了保证第一联接部11和第二联接部21之间的对中性，第一转轴10还设有第一对中面12，第一对中面12倾斜于第一转轴10的轴心设置，且在第一轴向(图1中由左到右的方向)上，第一对中面12与第一转轴10的轴心之间的距离逐渐增大。第二转轴20还设有第二对中面22，第二对中面22倾斜于第二转轴20的轴心设置，且在第一轴向上，第二对中面22与第二转轴20的轴心之间的距离逐渐增大。当动力总成处于工作状态时(不受外界振动或冲击的干扰时)，第一对中面12与第二对中面22相抵，从而能够防止第一转轴10的第二端102和第二转轴20的第四端202在径向上产生相对位移，以提升第一联接部11和第二联接部21之间的对中性。另外，为了保证第一对中面12能够与第二对中面22紧密相抵，动力总成中还包括压紧件40。压紧件40与壳体30和第三轴承03连接(具体来说可以是抵接也可以是固定连接等)，用于通过第三轴承03向第二转轴20施加第二轴向(与第一轴向相反)的作用力，以使第三轴承03能够带动第二转轴20在第二轴向上滑动，从而使第一对中面12能够与第二对中面22紧密相抵。
在本申请实施例提供的动力总成中，由于采用三个轴承(分别为第一轴承01、第二轴承02和第三轴承03)对第一转轴10和第二转轴20进行定位，从而能够减少轴承的使用数量，以降低制作成本、整体重量和体积大小。另外，通过第一对中面12和第二对中面22的相互配合，能够提升第一转轴10和第二转轴20的联接结构(第一联接部11和第二联接部21)的对中性，防止第一转轴10和第二转轴20在径向上产生相对位移，以避免第一转轴10和第二转轴20在旋转时产生振动(或径向跳动)；同时，还有助于降低对第一联接部11和第二联接部21的加工和装配精度的工艺要求。
在具体实施时，壳体30、第一转轴10、第一轴承01和第二轴承02之间的配合关系可以是多样的。
例如，如图2所示，在本申请提供的一个实施例中，第一轴承01和壳体30之间可以采用间隙配合等方式进行制作和装配；第一轴承01和第一转轴10之间可以采用过盈配合等方式进行制作和装配。相应的，第二轴承02和壳体30之间可以采用间隙配合等方式进行制作和装配；第二轴承02和第二转轴20之间可以采用过盈配合等方式进行制作和装配。壳体30设有与第一轴承01相抵的挡肩31、设有与第二轴承02相抵的挡肩32。第一转轴10的第一端101(左端)设有与第一轴承01相抵的轴肩13，第二端102(右端)设有与 第二轴承02相抵的轴肩14。在挡肩31、挡肩32、轴肩13和轴肩14的共同作用下，第一转轴10通过第一轴承01和第二轴承02有效的定位在壳体30内，从而有效防止第一转轴10相对壳体30产生径向和轴向上的位移，以提升第一转轴10在旋转时的稳定性。
在具体实施时，第一转轴10的具体结构、第二转轴20的具体结构，以及第一转轴10和第二转轴20之间的相互配合关系可以是多样的。
例如，如图3和图4所示，在本申请提供的一个实施例中，第一转轴10和第二转轴20之间采用花键结构进行联接，即第一联接部11和第二联接部21均为花键结构。具体来说，第一转轴10的第二端102设有对接孔15，第二转轴20的第四端202设有对接柱23。在对接孔15的内壁形成有内花键(第一联接部11)，在对接柱23的外周面形成有外花键(第二联接部21)，当对接柱23插设在对接孔15内后内花键与外花键联接，以使第一转轴10和第二转轴20同步能够转动。在进行制作和装配时，内花键和外花键之间可以采用间隙配合的方式进行联接，以提升装配便利性。另外，内花键和外花键可以不通过自身的结构精度来保证两者之间的对中性，因此，还有助于降低内花键和外花键的制作精度，从而能够降低制作成本和难度。在另一些实施方式中，第一联接部11和第二联接部21也可以是其他形式的键连接结构，或者也可以是其他的能够传递扭矩的联接结构，本申请对此不作具体限定。
另外，为了保证第一联接部11和第二联接部21之间的对中性。在本申请提供的一个实施例中，对接孔15的内壁形成有第一对中面12，对接柱23的外周形成有第二对中面22。对接柱23插设在对接孔15内后，第一对中面12与第二对中面22相抵，以防止第一联接部11和第二联接部21产生径向上的相对位移。或者，可以理解的是，由于第二转轴20的右端通过轴承定位在壳体30内，当第四端202没有轴承进行定位时，第二转轴20会在一定程度上形成悬臂结构，当第二转轴20在旋转时，很容易出现径向跳动。因此，通过第一对中面12和第二对中面22，能够对第四端202进行有效定位，防止第四端202在轴向和径向上产生位置变化，以提升第一转轴10和第二转轴20的同轴性。
在具体实施时，第一对中面12和第二对中面22的结构形式可以是多样的。
例如，如图5所示，第一对中面12可以是以第一转轴10的轴心为旋转中心的圆锥斜面结构。具体来说，第一对中面12可以是在对接孔15的内壁形成的圆锥面(具体来说可以是没有尖端的圆锥面)，该圆锥面的旋转中心与第一转轴10的轴心重合。第二对中面22也可以是以第二转轴20的轴心为旋转中心的圆锥斜面结构。具体来说，第二对中面22可以是在对接柱23的外周形成的圆锥面(具体来说可以是没有尖端的圆锥面)，该圆锥面的旋转中心与第二转轴20的轴心重合。在具体实施时，第一对中面12和第二对中面22的斜度(斜面和轴心之间的夹角)可以相同也可以不同。
另外，在另一些实施方式中，第一对中面12也可以是圆锥凸面结构或圆锥凹面结构。相应的，第二对中面22也可以是圆锥凸面结构或圆锥凹面结构。
具体来说，如图6所示，第一对中面12可以是以第一转轴10的轴心为旋转中心的圆锥凸面结构；即第一对中面12可以是在对接孔15的内壁形成的圆锥凸面，该圆锥凸面的旋转中心与第一转轴10的轴心重合。
如图7所示，第一对中面12可以是以第一转轴10的轴心为旋转中心的圆锥凹面结构；即第一对中面12可以是在对接孔15的内壁形成的圆锥凹面，该圆锥凹面的旋转中心与第一转轴10的轴心重合。
相应的，如图8所示，第二对中面22也可以是以第二转轴20的轴心为旋转中心的圆锥凸面结构；即第二对中面22可以是在对接柱23的外周形成的圆锥凸面，该圆锥凸面的旋转中心与第二转轴20的轴心重合。
如图9所示，第二对中面22也可以是以第二转轴20的轴心为旋转中心的圆锥凹面结构；即第二对中面22可以是在对接柱23的外周形成的圆锥凹面，该圆锥凹面的旋转中心与第二转轴20的轴心重合。
在另一些实施方式中，第一对中面12和第二对中面22也可以是其他的结构形式，本申请对此不作具体限定。
另外，如图10所示，为了保证第一对中面12能够与第二对中面22紧密相抵，第二转轴20可在轴向上相对第一转轴10滑动，且通过压紧件40驱使第二转轴20沿第二轴向滑动，以使第一对中面12与第二对中面22紧密相抵。
具体来说，第二转轴20通过第三轴承03定位在壳体30内。第三轴承03能够在一定程度上防止第二转轴20在径向上相对壳体30移动，同时还能允许第二转轴20在轴向上相对壳体30滑动。由于在实际应用时，第二转轴20会产生旋转运动，因此，为了防止第二转轴20与第三轴承03的内圈之间产生相对摩擦，第二转轴20和第三轴承03之间可以采用过盈配合的方式进行制作和装配，以使第二转轴20和第三轴承03之间保持相对固定的状态。第三轴承03的外圈和壳体30之间采用间隙配合的方式进行制作和装配，以使第三轴承03(或第二转轴20)能够相对壳体30产生相对滑动。另外，为了保证第二对中面22与第一对中面12紧密相抵，压紧件40与第三轴承03的外圈和壳体30连接，压紧件40能够通过自身的弹性向左(第二轴向)抵推第三轴承03，使第三轴承03带动第二转轴20向左移动，以使第一对中面12与第二对中面22紧密相抵。
在具体实施时，压紧件40可以是螺旋弹簧、波形弹簧、弹片等能够提供弹性力的结构件，本申请对此不作具体限定。
另外，在实际应用时，当动力总成处于冲击状态时(如遭受明显的外界振动或冲击时)，可能会导致第二转轴20向右(第一轴向)移动，从而压缩压紧件40。为了防止压紧件40被过度压缩而失效，如图10所示，壳体30上设有限位面33。当第二转轴20带动第三轴承03向右移动一定距离后，限位面33能够与第三轴承03的外圈相抵，从而能够防止第三轴承03和第二转轴20继续向右移动，以避免压紧件40被过度压缩而失效。
另外，考虑到向第二转轴20带动第三轴承03向右移动一定距离后，第一对中面12和第二对中面22会从相抵的状态变成相互分离的状态。因此，为了进一步保证第一联接部11和第二联接部21之间的对中性，在本申请提供的一个实施例中，对接孔15的内壁形成有圆柱形的第一辅助结合面16，对接柱23的外周形成有圆柱形的第二辅助结合面24。当第二转轴20在轴向上左右滑动时，第一辅助结合面16和第二辅助结合面24始终保持间隙配合，以当第一对中面12和第二对中面22相互分离时，通过第一辅助结合面16和第二辅助结合面24的间隙配合仍能够保证第一联接部11和第二联接部21之间的对中性，从而能够提升动力总成在运行时的平稳性和可靠性。
另外，在上述实施例中，对接孔15设置在第一转轴10的第二端102，对接柱23设置在第二转轴20的第四端202，以实现第一转轴10和第二转轴20之间的有效接合。可以理解的是，在另一些实施方式中，对接孔15和对接柱23的位置也可以互换。
如图11所示，具体来说，对接孔15可以设置在第二转轴20的第四端202，对接柱23 可以设置在第一转轴10的第二端102。相应的，第一联接部11、第一对中面12和第一辅助结合面16可以形成在对接柱23的外周面；第二联接部21、第二对中面22和第二辅助结合面24可以形成在对接孔15的内壁。在具体实施时，对接孔15内的结构形式可以与上述实施例中的相同或相类似，相应的，对接柱23的结构形式可以与上述实施例中的相同或相类似，在此不作赘述。
如图12所示，在实际应用时，为了提升动力总成的装配便利性，壳体30可以由三个独立的壳体30组合而成。具体来说，壳体30可以包括第一壳体30a、第二壳体30b和第三壳体30c，第二壳体30b的左端可以与第一壳体30a固定连接，第二壳体30b的右端可以与第三壳体30c固定连接。在进行装配时，可以先将轴承和转轴进行装配。具体来说，可以将第一轴承01装配在第一转轴10的左端，将第二轴承02装配在第一转轴10的右端，将第三轴承03装配在第二轴承02的右端。然后将第一轴承01装配在第一壳体30a内，将第二轴承02装配在第二壳体30b内，从而将第一转轴10通过第一轴承01和第二轴承02定位在第一壳体30a和第二壳体30b内。然后将第一壳体30a和第二壳体30b进行联接。在具体实施时，为了保证第一壳体30a和第二壳体30b之间的连接强度，第一壳体30a和第二壳体30b之间可以通过螺钉等结构进行固定连接。另外，在将第二转轴20和第三轴承03装配在第三壳体30c内时，可以先将压紧件40装配在第三壳体30c内，然后将第三轴承03装配在第三壳体30c内，将第二转轴20的对接柱23插设在第一转轴10的对接孔15内；最后将第二壳体30b和第三壳体30c进行固定连接，从而实现对动力总成的装配。
在另一些实施方式中，在对动力总成进行装配时，并不仅限于上述的装配顺序，本申请对此不作限定。
另外，在另一些实施方式中，动力总成还可以包括减速器50和电机60。具体来说，第一转轴10可以作为减速器50的输入轴，第二转轴20的外周可以安装齿轮51或直接成型出齿轮51结构；第一壳体30a可以作为减速器50壳体，减速器50内的齿轮51组件等部件可以设置在第一壳体30a内。第二转轴20可以作为电机60的转子轴，第二转轴20上可以设置转子62，第三壳体30c内可以设置定子61。第二壳体30b可以作为用于固定连接减速器50壳体(第一壳体30a)和电机60壳体(第三壳体30c)的辅助部件，从而可以有效提升动力总成的整体性。
在实际应用时，动力总成可以安装在车辆、船舶、无人机等设备中。例如，在车辆中，动力总成可以与车辆中的车轮进行联接，从而驱动车轮进行旋转，以实现车辆的行驶功能。在具体实施时，车辆可以是乘用车、机器人车辆等，本申请对此不作具体限定。
以上，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (13)

  1. 一种动力总成，其特征在于，包括：
    壳体；
    第一转轴，具有第一端和第二端，所述第一端通过第一轴承定位在所述壳体内，所述第二端通过第二轴承定位在所述壳体内；
    第二转轴，与所述第一转轴同轴设置，所述第二转轴具有第三端和第四端，所述第三端通过第三轴承定位在所述壳体内，且所述第三轴承可沿轴向相对所述壳体滑动；
    所述第一转轴的第二端设有第一联接部，所述第二转轴的第四端设有第二联接部，所述第一联接部与所述第二联接部联接，以使所述第一转轴和所述第二转轴同步转动；
    所述第一转轴设有第一对中面，所述第一对中面倾斜于所述第一转轴的轴心设置，且在第一轴向上，所述第一对中面与所述第一转轴的轴心之间的距离逐渐增大；
    所述第二转轴设有第二对中面，所述第二对中面倾斜于所述第二转轴的轴心设置，且在第一轴向上，所述第二对中面与所述第二转轴的轴心之间的距离逐渐增大；
    当所述动力总成处于工作状态时，所述第一对中面与所述第二对中面相抵，以使防止所述第一转轴和所述第二转轴在径向上相对移动。
  2. 根据权利要求1所述的动力总成，其特征在于，还包括压紧件；
    所述压紧件与所述壳体和所述第三轴承连接，用于通过所述第三轴承向所述第二转轴施加第二轴向的作用力，其中，所述第二轴向是与所述第一轴向相反的方向。
  3. 根据权利要求1或2所述的动力总成，其特征在于，所述第一对中面是以所述第一转轴的轴心为旋转中心的圆锥斜面、圆锥凸面或圆锥凹面结构。
  4. 根据权利要求1至3中任意一项所述的动力总成，其特征在于，所述第二对中面是以所述第二转轴的轴心为旋转中心的圆锥斜面、圆锥凸面或圆锥凹面结构。
  5. 根据权利要求1至4中任意一项所述的动力总成，其特征在于，所述第一转轴的第二端的端面设有对接孔，所述第二转轴的第四端设有对接柱；
    所述对接孔的内壁形成有所述第一对中面；
    所述对接柱的外周面形成有所述第二对中面；
    所述对接柱插设在所述对接孔内，且当所述动力总成处于工作状态时，所述第一对中面与所述第二对中面相抵。
  6. 根据权利要求5所述的动力总成，其特征在于，所述第一联接部包括内花键，所述内花键设置于所述对接孔的内壁；
    所述第二联接部包括外花键，所述外花键设置于所述对接柱的外周面；
    所述对接柱插设在所述对接孔内，所述内花键与所述外花键相配合。
  7. 根据权利要求5或6所述的动力总成，其特征在于，所述对接孔的内壁形成有圆柱形的第一辅助结合面，所述对接柱的外周形成有圆柱形的第二辅助结合面；
    所述第一辅助结合面与所述第二辅助结合面间隙配合。
  8. 根据权利要求1至4中任意一项所述的动力总成，其特征在于，所述第一转轴的第二端设有对接柱，所述第二转轴的第四端的端面设有对接孔；
    所述对接柱的外周面形成有所述第一对中面；
    所述对接孔的内壁形成有所述第二对中面；
    所述对接柱插设在所述对接孔内，且所述动力总成处于工作状态时，所述第一对中面与所述第二对中面相抵。
  9. 根据权利要求8所述的动力总成，其特征在于，所述第一联接部包括外花键，所述外花键设置于所述对接柱的外周面；
    所述第二联接部包括内花键，所述内花键设置于所述对接孔的内壁；
    所述对接柱插设在所述对接孔内，所述内花键与所述外花键相配合。
  10. 根据权利要求8或9所述的动力总成，其特征在于，所述对接孔的内壁形成有圆柱形的第一辅助结合面，所述对接柱的外周形成有圆柱形的第二辅助结合面；
    所述第一辅助结合面与所述第二辅助结合面间隙配合。
  11. 根据权利要求1至10中任意一项所述的动力总成，其特征在于，所述壳体还包括限位面，所述限位面朝向所述第三轴承设置，当所述动力总成处于冲击状态时，所述限位面用于与所述第三轴承的外圈相抵，以限制所述第三轴承在第二轴向上移动。
  12. 根据权利要求1至11中任意一项所述的动力总成，其特征在于，还包括减速器和电机；
    所述第一转轴是所述减速器的输入轴，所述第二转轴是所述电机的输出轴。
  13. 一种车辆，其特征在于，包括车轮和如权利要求1至12中任意一项所述的动力总成；
    所述第一转轴与所述车轮传动连接，用于向所述车轮传递驱动力矩。
PCT/CN2020/085974 2020-04-21 2020-04-21 一种动力总成和车辆 Ceased WO2021212338A1 (zh)

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