Patent Description:
In the new energy industry, support forms of an input shaft of an electrical driving assembly mainly include a four-bearing support solution, a three-bearing support solution, and a two-bearing support solution. In the four-bearing support solution, two bearings are arranged on a motor shaft and two bearings are arranged on a reducer input shaft. However, a high-speed bearing is mostly used in the four-bearing support solution. As a result, costs are relatively high, and spline alignment is poor. In the two-bearing support solution, one bearing is distributed on each of the reducer input shaft and the motor shaft. As a result, the bearing spans an excessively long distance and deflection at a gear location is relatively large, which is prone to cause a problem such as NVH. In the three-bearing support solution, spline alignment and costs are better than those in the four-bearing support solution, and gear deflection is better than that in the two-bearing support solution. However, in an existing electrical driving assembly that uses the three-bearing support solution, an intermediate bearing is axially positioned by using a shaft shoulder on the reducer input shaft. As a result, a parking apparatus cannot be disposed in the electrical driving assembly.

<CIT> discloses a common-end-cover electric drive assembly transmission system which comprises a motor shell, a motor stator, a motor rotor, a motor output shaft, a speed reducer front shell, a second bearing, a speed reducer input shaft, a third bearing, a fourth bearing, an intermediate shaft, an intermediate shaft gear, a differential mechanism, a speed reducer rear shell, a main speed reduction gear and an input set oil seal. A motor output shaft is connected with a speed reducer input shaft, an integrated gear on the speed reducer input shaft is meshed with an intermediate shaft gear, the intermediate shaft gear is connected with an intermediate shaft, the integrated gear on the intermediate shaft is meshed with a main reduction gear, and the main reduction gear is connected with a differential mechanism. The output shaft of the motor and the input shaft of the speed reducer share a second bearing which is located in the speed reducer.

Embodiments of this invention provide an electrical driving assembly and an electric vehicle, to be compatible with a parking apparatus.

According to a first aspect, this invention provides an electrical driving assembly, including a motor, a reducer, a first bearing, a second bearing, a third bearing, a first spacer or a second spacer. The reducer has a reducer input shaft, and the reducer input shaft includes a first end and a second end that are disposed opposite to each other. The motor has a motor shaft, and the motor shaft includes a third end and a fourth end that are disposed opposite to each other. The third end is inserted into the second end, the first bearing is disposed at the first end, the second bearing is disposed at the second end, the third bearing is disposed at the fourth end, and an axial length of the first spacer is greater than an axial length of the second spacer. When no parking apparatus is disposed on the reducer input shaft, the first spacer is disposed on the reducer input shaft and is in contact with an end face that is of the second bearing and that faces the first bearing; and when a parking apparatus is disposed on the reducer input shaft, the second spacer is disposed on the reducer input shaft, and the second spacer is located between the parking apparatus and the end face that is of the second bearing and that faces the first bearing.

The reducer input shaft provided in the first aspect of this invention is supported by using the first bearing and the second bearing, and the motor shaft is supported by using the third bearing. In other words, the electrical driving assembly supports the reducer input shaft and the motor shaft by using three bearings, which helps miniaturization and lightweight development of the electrical driving assembly. The electrical driving assembly is provided with the first spacer and the second spacer with different axial lengths. When no parking apparatus is disposed, the first spacer with a larger axial length is used; and when the parking apparatus needs to be disposed, the second spacer with a smaller axial length is used. In this way, the electrical driving assembly can be compatible with a case in which no parking apparatus is disposed and a case in which a parking apparatus is disposed, and manufacturers may select a spacer based on a requirement, to facilitate manufacturing and assembly of an electric vehicle.

According to the first aspect, in a first possible implementation of the first aspect, the electrical driving assembly further includes a positioning structure, and the positioning structure protrudes from an outer surface of the first end. The positioning structure is in contact with a side of the first bearing and that faces the second bearing, and is configured to axially position the first bearing.

According to the first aspect or the first possible implementation of the first aspect, in a second possible implementation of the first aspect, the electrical driving assembly further includes a first support component, a first end of the reducer input shaft penetrates the first support component, the first bearing is disposed on the first support component, and the first support component is configured to support the first bearing.

According to the first aspect or the first and the second possible implementations of the first aspect, in a third possible implementation of the first aspect, the first support component includes a first support portion and a first positioning portion protruding from an inner surface of the first support portion, the first bearing includes a first outer ring and a first inner ring rotatably accommodated in the first outer ring, the first end penetrates the first inner ring, a side that is of the first outer ring and that is away from the second bearing abuts against the first positioning portion, and the first positioning portion is configured to axially position the first bearing. In other words, the first bearing is disposed between the first positioning portion and the positioning structure, to reduce axial floating of the first bearing, thereby helping mitigate an NVH problem.

According to the first aspect or the first to the third possible implementations of the first aspect, in a fourth possible implementation of the first aspect, the electrical driving assembly further includes a second support component, a second end of the reducer input shaft penetrates the second support component, the second bearing is disposed on the second support component, and the second support component is configured to support the second bearing.

According to the first aspect or the first to the fourth possible implementations of the first aspect, in a fifth possible implementation of the first aspect, the second support component includes a second support portion and a second positioning portion protruding from an inner surface of the second support portion, the second bearing includes a second outer ring and a second inner ring rotatably accommodated in the second outer ring, the second end penetrates the second inner ring, a side that is of the second outer ring and that is away from the first bearing abuts against the second positioning portion, and the second positioning portion is configured to axially position the second bearing.

According to the first aspect or the first to the fifth possible implementations of the first aspect, in a sixth possible implementation of the first aspect, the electrical driving assembly further includes a third support component, the fourth end of the motor shaft penetrates the third support component, and the third bearing is disposed on the third support component. The third support component is configured to support the third bearing.

According to the first aspect or the first to the sixth possible implementations of the first aspect, in a seventh possible implementation of the first aspect, the third support component includes a third support portion and a third positioning portion protruding from an inner surface of the third support portion, the third bearing includes a third outer ring and a third inner ring rotatably accommodated in the third outer ring, and the fourth end penetrates the third inner ring. The electrical driving assembly further includes an elastic component, and the elastic component is connected between the third positioning portion and a side that is of the third outer ring and that is away from the second bearing. The elastic component is configured to preload the third bearing on the third support portion.

According to the first aspect or the first to the seventh possible implementations of the first aspect, in an eighth possible implementation of the first aspect, the second end is provided with a shaft hole in an axial direction, and the third end is inserted into the shaft hole. The electrical driving assembly further includes a circlip, and the circlip is sandwiched between an inner surface of the shaft hole and an outer surface of the third end, to reduce adverse effects (especially a relatively large impact load) brought by axial movement of the motor shaft, thereby further mitigating an NVH problem. In addition, because the circlip can reduce axial movement of the motor shaft, a service life of the elastic component can be prolonged. Moreover, the circlip has a simple structure and is easy to assemble.

According to the first aspect or the first to the eighth possible implementations of the first aspect, in a ninth possible implementation of the first aspect, an internal spline is disposed on the inner surface of the shaft hole, an external spline is disposed on the outer surface of the third end, and the internal spline is connected to the external spline, so that the second end is connected to the third end through the spline to transfer a torque.

According to the first aspect or the first to the ninth possible implementations of the first aspect, in a tenth possible implementation of the first aspect, the second end of the reducer input shaft is provided with a first groove, the outer surface of the third end of the motor shaft is provided with a second groove corresponding to the first groove, and the circlip is accommodated in accommodation space jointly formed by the first groove and the second groove. Disposing of the first groove and the second groove facilitates assembly of the circlip.

According to a second aspect, this invention provides an electric vehicle, including the electrical driving assembly according to the first aspect or the first to the tenth possible implementations of the first aspect.

To make the objectives, technical solutions, and advantages of this invention clearer, the following further describes this invention in detail with reference to the accompanying drawings.

In addition, in this application, the description "and/or" includes any combination and all combinations associated with listed words. For example, the description "A and/or B" may include A, may include B, or may include both A and B.

In this application, descriptions including ordinal numbers such as "first" and "second" may modify each element. However, this element is not limited by the foregoing description. For example, the foregoing description does not limit an order and/or importance of elements. The foregoing description is only used to distinguish one element from another element. For example, first user equipment and second user equipment indicate different user equipment, although the first user equipment and the second user equipment each are user equipment. Similarly, without departing from the scope of this application, a first element may be referred to as a second element, and similarly, the second element may be referred to as the first element.

When a component is "connected to" or "accesses" another component, it should be understood that the component is not only directly connected to or accesses the another component, but there may be also another component between the component and the another component. In another aspect, when a component is "directly connected to" or "directly accesses" another component, it should be understood that there is no component between the components.

Embodiments of this invention provide an electrical driving assembly and an electric vehicle having the electrical driving assembly. An input shaft (a reducer input shaft and a motor shaft) of the electrical driving assembly uses a three-bearing support solution and can be compatible with a parking apparatus, which helps manufacturing of the electric vehicle.

The electric vehicle includes a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), and a plug-in hybrid electric vehicle (PHEV,).

The battery electric vehicle includes a motor, and an energy source of the motor is a power battery. The power battery of the battery electric vehicle can be recharged from an external power grid. The power battery of the battery electric vehicle is actually the only source of on-board energy used for vehicle propulsion.

The hybrid electric vehicle includes an internal combustion engine and a motor. An energy source of the engine is fuel, and an energy source of the motor is a power battery. The engine is a main source of energy used for vehicle propulsion, and the power battery of the hybrid electric vehicle provides supplementary energy used for vehicle propulsion (the power battery of the hybrid electric vehicle buffers fuel energy and recovers kinetic energy in an electrical form).

A difference between the plug-in hybrid electric vehicle and the hybrid electric vehicle lies in the following: A power battery of the plug-in hybrid electric vehicle has a larger capacity than the power battery of the hybrid electric vehicle, and the power battery of the plug-in hybrid electric vehicle can be recharged from a power grid. The power battery of the plug-in hybrid electric vehicle is a main source of energy used for vehicle propulsion until the power battery of the plug-in hybrid electric vehicle is lost to a low energy level. In this case, the plug-in hybrid electric vehicle operates like the hybrid electric vehicle used for vehicle propulsion.

The following describes embodiments of this invention with reference to the accompanying drawings. In embodiments of this invention, a battery electric vehicle is used as an example to describe a structure of an electric vehicle.

Refer to <FIG>. This invention provides an electric vehicle <NUM>. The electric vehicle <NUM> includes a power supply system <NUM>, an electrical driving assembly <NUM>, a vehicle control unit <NUM>, a motor controller <NUM>, driving wheels <NUM>, and an auxiliary system <NUM>. The power supply system <NUM> includes a power battery <NUM>, a battery management system <NUM>, and a charger <NUM>. The electrical driving assembly <NUM> includes a motor <NUM> and a reducer <NUM> mechanically connected to the motor <NUM>. The reducer <NUM> is further mechanically connected to the driving wheels <NUM>, and is configured to transfer, to the driving wheels <NUM>, a power source generated by the motor <NUM>, to drive the electric vehicle <NUM> to travel.

The vehicle control unit (VCU) <NUM>, also referred to as a power assembly controller, is a core control component of an entire vehicle and is equivalent to a brain of the vehicle. The vehicle control unit collects an accelerator pedal signal, a brake pedal signal, and another component signal, and controls an action of each component controller in a lower layer after performing corresponding determining, to drive the vehicle to travel normally. As a command and management center of the vehicle, main functions of the vehicle control unit include: driving torque control, optimization control of braking energy, energy management of the entire vehicle, maintenance and management of a CAN (Controller Area Network), fault diagnosis and processing, vehicle status monitoring, and the like. The vehicle control unit plays a role in controlling vehicle running. Therefore, quality of the vehicle control unit directly determines stability and security of the vehicle.

The motor controller <NUM> is an integrated circuit that actively works to control the motor <NUM> in the electrical driving assembly <NUM> to work based on a specified direction, speed, angle, and response time, and is communicatively connected to the vehicle control unit <NUM>. In the electric vehicle <NUM>, a function of the motor controller <NUM> is to convert, based on an instruction from such as a gear, an accelerator, or a brake, electric energy stored in the power battery <NUM> into electric energy required by the motor, to control a driving status of the electric vehicle <NUM> such as starting and running, a driving speed and a reversing speed, and slope climbing force, or to help brake the electric vehicle <NUM> and store some braking energy in the power battery <NUM>.

The motor is an electromagnetic apparatus that implements power conversion or transfer according to an electromagnetic induction law, and is electrically connected to the motor controller <NUM> and mechanically connected to the reducer <NUM>. A main function of the motor is to generate a driving torque as a power source for the driving wheels <NUM>. In some embodiments, the motor may further convert mechanical energy into electric energy, that is, the motor is used as a generator.

Specifically, the motor <NUM> may be a motor of a permanent-magnet synchronous motor (PMSM) type. The motor <NUM> may include a stator and a motor shaft, and the stator includes a stator winding. The motor shaft may rotate around a central axis relative to the stator. The motor may be controlled by enabling a common sinusoidal current to flow through the stator winding. An amplitude and a frequency of the current may be changed to control a torque and a rotational speed of a rotor. A current of the stator generates an electromagnetic field, and the electromagnetic field interacts with a permanent magnet that serves as a component of the rotor. The electromagnetic field enables the motor shaft to rotate.

For example, the motor <NUM> may be a three-phase motor. In other words, the stator winding may include three separated phase windings. To control the motor, a three-phase voltage wave or a three-phase current wave is applied to the phase winding. The three-phase wave enables signals of the phases to be separated from each other based on a phase difference of <NUM> degrees.

The power battery <NUM> is electrically connected to the motor controller <NUM>, and is configured to store and provide electric energy. The power battery <NUM> includes but is not limited to a lead-acid battery, a lithium iron phosphate battery, a nickel metal hydride battery, a nickel-cadmium battery, and the like. In some embodiments, the power battery <NUM> may further include a super capacitor.

The battery management system <NUM> is electrically connected to the power battery <NUM>, and is communicatively connected to the vehicle control unit <NUM>. The battery management system <NUM> is configured to monitor and estimate a status of the power battery <NUM> in different working conditions, to improve utilization of the power battery <NUM>, and prevent overcharging and overdischarging of the power battery <NUM>. In this way, a service life of the power battery <NUM> is prolonged. Specifically, main functions of the battery management system <NUM> may include: real-time monitoring of a physical parameter of a battery, battery status estimation, online diagnosis and warning, charging and discharging control and pre-charging control, balance management, heat management, and the like.

The charger <NUM> is electrically connected to the power battery <NUM>, and is configured to connect to an external power supply to charge the power battery <NUM>. Specifically, when the electric vehicle <NUM> is connected to an external power supply (such as a charging pile), the charger <NUM> converts an alternating current provided by the external power supply into a direct current to charge the power battery <NUM>. In addition, the battery management system <NUM> is further connected to the charger <NUM> to monitor a charging process of the power battery <NUM>.

The auxiliary system <NUM> includes a DC/DC converter <NUM>, an auxiliary battery <NUM>, a low-voltage load <NUM>, and a high-voltage load <NUM>. One end of the DC/DC converter <NUM> is connected to the power battery <NUM>, and the other end is separately connected to the auxiliary battery <NUM> and the low-voltage load <NUM>. The DC/DC converter <NUM> is configured to convert high voltage (such as <NUM> V) output by the power battery <NUM> into low voltage (such as <NUM> V), and then charge the auxiliary battery <NUM> and supply power to the low-voltage load <NUM> by using the low voltage. In some implementations, the low-voltage load <NUM> includes a low-voltage vehicle accessory such as a cooling pump, a fan, a heater, a power steering apparatus, or a brake. Certainly, the auxiliary battery <NUM> may also supply power to the low-voltage load <NUM>. In addition, the power battery <NUM> is further connected to the high-voltage load <NUM> to supply power to the high-voltage load <NUM>. In some implementations, the high-pressure load <NUM> includes a PTC heater, an air conditioning unit, and the like.

It should be noted that an electronic module in the electric vehicle <NUM> may perform communication by using one or more vehicle networks. The vehicle network may include a plurality of channels used for communication. A channel of the vehicle network may be, for example, a serial bus of a controller area network (CAN). One of the channels of the vehicle network may include Ethernet defined by the Institute of Electrical and Electronic Engineers (IEEE) <NUM> standard family. Another channel of the vehicle network may include discrete connection between modules, and may include an electrical signal from thepower battery <NUM>. Different signals may be transmitted by using different channels of the vehicle network. For example, a video signal may be transmitted by using a high-speed channel (for example, Ethernet), and a control signal may be transmitted by using a CAN or a discrete signal. The vehicle network may include any hardware component and any software components that assist in transmitting a signal and data between modules. The vehicle network is not shown in <FIG>, but it may be implied that the vehicle network may be connected to any electronic module present in the electric vehicle <NUM>. For example, the vehicle control unit <NUM> may exist to coordinate operations of the components.

It may be understood that the structure shown in this embodiment of this invention does not constitute a specific limitation on the electronic device <NUM>. In some other embodiments of this invention, the mobile phone <NUM> may include more or fewer components than those shown in the figure, combine some components, divide some components, or have different component arrangements. The components in the figure may be implemented by hardware, software, or a combination of software and hardware.

Refer to <FIG>. The electrical driving assembly <NUM> further includes a first bearing <NUM>, a second bearing <NUM>, a third bearing <NUM>, and a spacer <NUM>. The reducer <NUM> has a reducer input shaft <NUM>. The reducer input shaft <NUM> includes a first end <NUM> and a second end <NUM> that are disposed opposite to each other. The motor <NUM> has a motor shaft <NUM>. The motor shaft <NUM> includes a third end <NUM> and a fourth end <NUM> that are disposed opposite to each other. The third end <NUM> is inserted into the second end <NUM>. The first bearing <NUM> is disposed at the first end <NUM>, and is configured to support the first end <NUM>. The second bearing <NUM> is disposed at the second end <NUM>, and is configured to support the second end <NUM>. The third bearing <NUM> is disposed at the fourth end <NUM>, and is configured to support the fourth end <NUM>. The spacer <NUM> is disposed outside the reducer input shaft <NUM> and is in contact with an end face that is of the second bearing <NUM> and that is close to the first bearing <NUM>, and is configured to axially position the second bearing <NUM>, thereby facilitating assembly of the electrical driving assembly <NUM>. In addition, the reducer input shaft <NUM> is supported by using the first bearing <NUM> and the second bearing <NUM>, and the motor shaft <NUM> is supported by using the third bearing <NUM>. In other words, the electrical driving assembly <NUM> supports the reducer input shaft <NUM> and the motor shaft <NUM> by using three bearings, which helps miniaturization and lightweight development of the electrical driving assembly <NUM>. It may be understood that the reducer <NUM> further includes an output shaft (not shown in the figure), and the output shaft of the reducer <NUM> is connected to the driving wheels <NUM>, and is configured to transfer, to the driving wheels <NUM>, power generated by the motor <NUM>.

The spacer <NUM> includes a first spacer <NUM> and a second spacer <NUM> (as shown in <FIG>), and an axial length of the first spacer <NUM> is greater than an axial length of the second spacer <NUM>. When no parking apparatus is disposed on the reducer input shaft <NUM> of the electric vehicle <NUM>, the first spacer <NUM> is disposed on the reducer input shaft <NUM> and is in contact with the end face that is of the second bearing <NUM> and that is close to the first bearing <NUM>.

Refer to <FIG>. The electric vehicle <NUM> further includes a parking apparatus <NUM> disposed on the reducer input shaft <NUM>, and the second spacer <NUM> is located between the parking apparatus <NUM> and the second bearing <NUM>. The parking apparatus <NUM> is configured to prevent rotation of the reducer input shaft <NUM>, that is, the parking apparatus <NUM> may hold the reducer input shaft <NUM> tightly, to prevent the electric vehicle <NUM> from slipping after the vehicle stops. In addition, in an emergency case, the parking apparatus <NUM> may cooperate with a driving braking apparatus (not shown in the figure) to perform emergency braking.

According to the electrical driving assembly <NUM> provided in this implementation of this invention, when the parking apparatus <NUM> does not need to be disposed on the reducer input shaft <NUM>, the first spacer <NUM> is disposed at the second end <NUM> of the reducer input shaft <NUM>, that is, the first spacer <NUM> with a larger axial length is used. However, when the parking apparatus <NUM> is disposed on the reducer input shaft <NUM>, the second spacer <NUM> is disposed on the reducer input shaft <NUM>. In this way, the electrical driving assembly <NUM> can be compatible with a case in which the parking apparatus <NUM> is disposed and a case in which the parking apparatus <NUM> is not disposed, and manufacturers may select a spacer based on a requirement, to facilitate manufacturing and assembly of the electric vehicle <NUM>.

Refer to <FIG> again. The second end <NUM> of the reducer input shaft <NUM> is provided with a shaft hole <NUM> extending axially, and an internal spline (not shown in the figure) is disposed on an inner surface of the shaft hole <NUM>. An external spline (not shown in the figure) is disposed on an outer surface of the third end <NUM> of the motor shaft <NUM>. The internal spline is cooperatively connected to the external spline, so that the second end <NUM> of the reducer input shaft <NUM> is connected to the third end <NUM> of the motor shaft <NUM> through the spline, to transfer a torque. An inner surface of the second end <NUM> of the reducer input shaft <NUM> includes a first cylindrical face, the outer surface of the third end <NUM> of the motor shaft <NUM> includes a second cylindrical face, and the first cylindrical face cooperates with the second cylindrical face to perform radial positioning, thereby improving stability of connection between the motor shaft <NUM> and the reducer input shaft <NUM>.

The electrical driving assembly <NUM> further includes a positioning structure <NUM>. The positioning structure <NUM> protrudes from an outer surface of the first end <NUM>, the positioning structure <NUM> is in contact with a side that is of the first bearing <NUM> and that faces the second bearing <NUM>, and the positioning structure <NUM> is configured to axially position the first bearing <NUM>. The positioning structure <NUM> may be a shaft shoulder protruding from the outer surface of the first end <NUM>. The positioning structure <NUM> may alternatively be a spacer or a sleeve.

The electrical driving assembly <NUM> further includes a first support component <NUM>. The first end <NUM> of the reducer input shaft <NUM> penetrates the first support component <NUM>, and the first bearing <NUM> is disposed on the first support component <NUM>. The first support component <NUM> is configured to support the reducer <NUM> and the first bearing <NUM>. The first support component <NUM> includes a first support portion <NUM> and a first positioning portion <NUM> protruding from an inner surface of the first support portion <NUM>. The first bearing <NUM> includes a first outer ring <NUM> and a first inner ring <NUM>, and the first outer ring <NUM> is fixedly connected to the first support portion <NUM>. The first inner ring <NUM> is rotatably accommodated in the first outer ring <NUM>. The first end <NUM> penetrates the first inner ring <NUM>. A side that is of the first outer ring <NUM> and that is away from the second bearing <NUM> abuts against the first positioning portion <NUM>. The first positioning portion <NUM> is configured to position the first bearing <NUM>.

The electrical driving assembly <NUM> further includes a second support component <NUM>. The second end <NUM> of the reducer input shaft <NUM> penetrates the second support component <NUM>, and the second bearing <NUM> is disposed on the second support component <NUM>. The second support component <NUM> is configured to support the reducer <NUM> and the second bearing <NUM>. The second support component <NUM> includes a second support portion <NUM> and a second positioning portion <NUM> protruding from an inner surface of the second support portion <NUM>. The second positioning portion <NUM> is configured to position the second bearing <NUM>. The second bearing <NUM> includes a second outer ring <NUM> and a second inner ring <NUM>. The second outer ring <NUM> is fastened to the second support portion <NUM>. The second inner ring <NUM> is rotatably accommodated in the second outer ring <NUM>. The second end <NUM> penetrates the second inner ring <NUM>. A side that is of the second outer ring <NUM> and that faces the first bearing <NUM> abuts against the second positioning portion <NUM>.

The electrical driving assembly <NUM> further includes a third support component <NUM>, configured to support the third bearing <NUM>. A third positioning portion <NUM> is disposed on the third support component <NUM>, and is configured to position the third bearing <NUM>. The third bearing <NUM> includes a third outer ring <NUM> and a third inner ring <NUM>, and the third outer ring <NUM> is fastened to the third support component <NUM>. The third inner ring <NUM> is rotatably accommodated in the third outer ring <NUM>. The fourth end <NUM> penetrates the third inner ring <NUM>.

The electrical driving assembly <NUM> further includes an elastic component <NUM>, and the elastic component <NUM> is connected between the third positioning portion <NUM> and a side that is of the third outer ring <NUM> and that is away from the second bearing <NUM>. The elastic component <NUM> is configured to preload the third bearing <NUM> on the third support component <NUM>.

The electrical driving assembly <NUM> further includes a circlip <NUM>, and the circlip <NUM> is sandwiched between the inner surface of the shaft hole <NUM> at the second end <NUM> and the outer surface of the third end <NUM>, and is configured to axially position the third end <NUM> of the motor shaft <NUM> and the reducer input shaft <NUM>, to reduce adverse effects (especially a relatively large impact load) caused by axial movement of the motor shaft <NUM>, thereby further mitigating an NVH problem. In addition, because the circlip <NUM> can reduce axial movement of the motor shaft <NUM>, a service life of the elastic component <NUM> can be prolonged. Moreover, the circlip has a simple structure and is easy to assemble.

The second end <NUM> of the reducer input shaft <NUM> is provided with a first groove <NUM>, the outer surface of the third end <NUM> of the motor shaft <NUM> is provided with a second groove <NUM> corresponding to the first groove <NUM>, and the circlip <NUM> is accommodated in accommodation space jointly formed by the first groove <NUM> and the second groove <NUM>. Disposing of the first groove <NUM> and the second groove <NUM> facilitates assembly of the circlip <NUM>. In this implementation, the circlip <NUM> is a circular opening circlip.

Claim 1:
An electrical driving assembly (<NUM>), comprising a motor (<NUM>), a reducer (<NUM>), a first bearing (<NUM>), a second bearing (<NUM>), a third bearing (<NUM>), a first spacer (<NUM>), or a second spacer (<NUM>), wherein the reducer (<NUM>) has a reducer input shaft (<NUM>), and the reducer input shaft (<NUM>) comprises a first end (<NUM>) and a second end (<NUM>) that are disposed opposite to each other; the motor (<NUM>) has a motor shaft (<NUM>), and the motor shaft (<NUM>) comprises a third end (<NUM>) and a fourth end (<NUM>) that are disposed opposite to each other; and the third end (<NUM>) is inserted into the second end (<NUM>), the first bearing (<NUM>) is disposed at the first end (<NUM>), the second bearing (<NUM>) is disposed at the second end (<NUM>), the third bearing (<NUM>) is disposed at the fourth end (<NUM>), and an axial length of the first spacer (<NUM>) is greater than an axial length of the second spacer (<NUM>);
when no parking apparatus is disposed on the reducer input shaft (<NUM>), the first spacer (<NUM>) is disposed on the reducer input shaft (<NUM>) and is in contact with an end face that is of the second bearing (<NUM>) and that faces the first bearing (<NUM>); and
when a parking apparatus (<NUM>) is disposed on the reducer input shaft (<NUM>), the second spacer (<NUM>) is disposed on the reducer input shaft (<NUM>), and the second spacer (<NUM>) is located between the parking apparatus (<NUM>) and the end face that is of the second bearing (<NUM>) and that faces the first bearing (<NUM>).