CN211423288U - Reduction gearbox for vehicle - Google Patents

Reduction gearbox for vehicle Download PDF

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Publication number
CN211423288U
CN211423288U CN201922441419.1U CN201922441419U CN211423288U CN 211423288 U CN211423288 U CN 211423288U CN 201922441419 U CN201922441419 U CN 201922441419U CN 211423288 U CN211423288 U CN 211423288U
Authority
CN
China
Prior art keywords
reduction
reduction gear
output shaft
gear set
driven tooth
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.)
Expired - Fee Related
Application number
CN201922441419.1U
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Chinese (zh)
Inventor
俞洁皓
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.)
ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to CN201922441419.1U priority Critical patent/CN211423288U/en
Application granted granted Critical
Publication of CN211423288U publication Critical patent/CN211423288U/en
Priority to PCT/EP2020/086652 priority patent/WO2021136674A1/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds

Abstract

The utility model relates to a reducing gear box for vehicle, including input shaft, jackshaft, output shaft, one-level reduction gear group, second grade reduction gear group, tertiary reduction gear group, synchronous ware, main reducing mechanism and differential mechanism, one-level reduction gear group locates the input shaft with on the output shaft to realize the one-level speed reduction, second grade reduction gear group locates the jackshaft with on the output shaft, in order to realize the second grade speed reduction, tertiary reduction gear group locates the jackshaft with on the output shaft, in order to realize tertiary speed reduction, the drive of one-level reduction gear group second grade reduction gear group is rotatory, the synchronous ware slides and locates on the output shaft, and selectively with second grade reduction gear group or tertiary reduction gear group connects, the output shaft passes through the main reducing mechanism drive differential mechanism operation. The reduction gearbox can realize four-stage speed reduction when the gearbox is in first gear, and the speed ratio is improved.

Description

Reduction gearbox for vehicle
Technical Field
The utility model relates to a reducing gear box for the vehicle especially relates to pure electric vehicles's reducing gear box.
Background
The pure electric vehicle is a vehicle which takes a vehicle-mounted power supply as power and drives wheels to run by using a motor. The pure electric vehicle has smaller influence on the environment compared with an internal combustion engine vehicle, and has wide prospect. However, in the case of a motor of a pure electric vehicle at a high rotation speed, the efficiency and torque of the motor may decrease rapidly, and therefore, it is necessary to increase gears to adjust the rotation speed of the motor to improve the operation efficiency of the motor.
The speed reduction device of the pure electric vehicle in the prior art is provided with one to two gears, but the speed ratio of the gears is smaller, so that the motor cannot run in a high-efficiency rotating speed range, higher torque is output, the battery loss of the pure electric vehicle is finally large, and the vehicle endurance mileage is short.
SUMMERY OF THE UTILITY MODEL
The to-be-solved technical problem of the utility model is that the gear speed ratio of the decelerator for overcoming pure electric vehicles among the prior art is little for electric vehicles's battery loss is big, and the defect that the vehicle continuation of the journey mileage is short provides a reducing gear box for the vehicle.
The utility model discloses a solve above-mentioned technical problem through following technical scheme:
a reduction gearbox for a vehicle comprises an input shaft, an intermediate shaft, an output shaft, a primary reduction gear set, a secondary reduction gear set, a tertiary reduction gear set, a synchronizer, a main reducing mechanism and a differential mechanism,
the first-stage reduction gear set is arranged on the input shaft and the output shaft to realize first-stage reduction,
the secondary reduction gear set is arranged on the intermediate shaft and the output shaft to realize secondary reduction,
the three-stage reduction gear set is arranged on the intermediate shaft and the output shaft to realize three-stage reduction,
the primary reduction gear set drives the secondary reduction gear set to rotate,
the synchronizer is arranged on the output shaft in a sliding way and is selectively connected with the secondary reduction gear set or the tertiary reduction gear set,
the output shaft drives the main speed reducing mechanism to operate, and the main speed reducing mechanism drives the differential mechanism to operate.
Preferably, the primary reduction gear set includes a first driving tooth and a first driven tooth, which are engaged with each other, the first driving tooth is fixedly disposed on the input shaft, and the first driven tooth is rotatably disposed on the output shaft.
Preferably, the input shaft and the intermediate shaft are located on the same axis, and a cylindrical bearing is shared between the first driving tooth and the intermediate shaft.
Preferably, the two-stage reduction gear set includes a second driving tooth and a second driven tooth that are engaged with each other, the second driving tooth is fixedly disposed on the intermediate shaft, the second driven tooth is rotatably disposed on the output shaft, and the first driven tooth and the second driven tooth are fixedly connected.
Preferably, the first driven tooth and the second driven tooth are jointly formed into a duplicate gear.
Preferably, needle bearings are arranged between the first driven teeth and the second driven teeth and the output shaft.
Preferably, the three-stage reduction gear set includes a third driving tooth and a third driven tooth that are engaged with each other, the third driving tooth is fixedly disposed on the intermediate shaft, the third driven tooth is rotatably disposed on the output shaft, and the synchronizer is selectively engaged with the second driven tooth or the third driven tooth.
Preferably, the main reducing mechanism includes a main reducing driving tooth and a main reducing driven tooth which are engaged with each other, the main reducing driving tooth is fixedly disposed on the output shaft, and the main reducing driven tooth is connected with the differential.
The utility model discloses the technological effect who obtains is: through the connection structure and the matching relation among the components such as the input shaft, the intermediate shaft, the output shaft, the primary reduction gear set, the secondary reduction gear set, the tertiary reduction gear set, the synchronizer, the main reduction mechanism, the differential mechanism and the like, the reduction gearbox can realize four-stage speed reduction when the first gear is shifted, and the speed ratio is improved. Especially when the automobile starts or starts on a hill, the motor can output large torque so that the motor works in a high-efficiency interval, and the running efficiency of the motor is improved.
Drawings
Fig. 1 is a gear structure diagram of a vehicular reduction gear box according to embodiment 1 of the present invention, including a first-gear power flow indicator.
Fig. 2 is a gear structure diagram of a vehicular reduction gear box according to embodiment 1 of the present invention, including a second gear power flow indicator.
Detailed Description
The present invention will be more clearly and completely described below with reference to the accompanying drawings.
Example 1:
the present embodiment provides a reduction gear box for a vehicle, as shown in fig. 1-2. The vehicle reduction gearbox is used for a pure electric vehicle and comprises an input shaft 1, an intermediate shaft 2, an output shaft 3, a primary reduction gear set 4, a secondary reduction gear set 5, a tertiary reduction gear set 6, a synchronizer 7, a main reduction mechanism and a differential mechanism 83.
The input shaft 1 is a gear shaft which is externally connected with a motor, and the motor drives the input shaft 1 to rotate.
The primary reduction gear set 4 is provided on the input shaft 1 and the output shaft 3. The number of the gears of the first-stage reduction gear set 4 may be multiple, as long as the first-stage reduction of the rotation speed of the motor can be realized. In the present embodiment, the primary reduction gear set 4 includes a first driving tooth 41 and a first driven tooth 42 that are engaged with each other, the first driving tooth 41 is fixedly disposed on the input shaft 1 and rotates synchronously with the input shaft 1, and the first driven tooth 42 is rotatably disposed on the output shaft 3. The structure in which this primary reduction gear group 4 includes two gears that mesh with each other can not only realize primary reduction but also reduce the installation space.
The input shaft 1 and the intermediate shaft 2 are located on the same axis, and a cylindrical bearing 43 is shared between the first driving tooth 41 and the intermediate shaft 2. Specifically, the cylindrical bearing 43 includes an inner ring, an outer ring, and rolling bodies, and normally, the outer ring and the rolling bodies are mounted on the first driving tooth 41, and the inner ring is mounted on the intermediate shaft 2. When the input shaft 1 and the intermediate shaft 2 are coaxial and share a cylindrical bearing, a rotational speed difference can be formed between the input shaft 1 and the intermediate shaft 2, and the installation space can be saved.
The two-stage reduction gear set 5 is provided on the intermediate shaft 2 and the output shaft 3. The number of the gears of the secondary reduction gear set 5 may be multiple, as long as the secondary reduction of the rotation speed of the motor can be realized. In the present embodiment, the two-stage reduction gear set 5 includes a second driving tooth 51 and a second driven tooth 52, which are engaged with each other, the second driving tooth 51 is fixedly disposed on the intermediate shaft 2 and rotates synchronously with the intermediate shaft 2, and the second driven tooth 52 is rotatably disposed on the output shaft 3. The structure in which the secondary reduction gear set 5 includes two gears that mesh with each other can not only realize secondary reduction but also reduce the installation space.
The primary reduction gear set 4 drives the secondary reduction gear set 5 to rotate. The driving method can be, but is not limited to: the first driven tooth 42 and the second driven tooth 52 are fixedly connected, and when the first driven tooth 42 rotates, the second driven tooth 52 rotates synchronously. For example, the first driven tooth 42 and the second driven tooth 52 are formed together as a double gear, which enables optimization of the spatial arrangement within the reduction gearbox.
Needle bearings 53 are provided between the first and second driven teeth 42, 52 and the output shaft 3. Specifically, the needle roller bearing 53 can realize the relative movement between the first driven tooth 42 and the second driven tooth 52 and the output shaft 3. The needle bearing 53 is shown in black in fig. 1-2 as is well known in the art and is not colored.
The three-stage reduction gear set 6 is arranged on the intermediate shaft 2 and the output shaft 3. The number of the gears of the three-stage reduction gear set 6 can be multiple, as long as three-stage reduction of the rotating speed of the motor can be realized. In the present embodiment, the three-stage reduction gear set 6 includes a third driving tooth 61 and a third driven tooth 62, which are engaged with each other, the third driving tooth 61 is fixed on the intermediate shaft 2 and rotates synchronously with the intermediate shaft, and the third driven tooth 62 is rotatably disposed on the output shaft 3 through a bearing. The structure in which the three-stage reduction gear set 6 includes two gears that mesh with each other can not only realize three-stage reduction but also reduce the installation space.
The synchronizer 7 is slidably disposed on the output shaft 3 and selectively connected to the secondary reduction gear set 5 or the tertiary reduction gear set 6. Specifically, the synchronizer 7 selectively engages with the second driven tooth 52 or the third driven tooth 62. The synchronizer 7 can transmit the power of the second driven tooth 52 or the third driven tooth 62 to the output shaft 3. The output shaft 3 drives the main speed reducing mechanism to operate, and the main speed reducing mechanism drives the differential 83 to operate.
The main speed reducing mechanism comprises a main speed reducing driving tooth 81 and a main speed reducing driven tooth 82 which are meshed with each other, the main speed reducing driving tooth 81 is fixedly arranged on the output shaft 3 and rotates synchronously with the output shaft 3, and the main speed reducing driven tooth 82 is connected with a differential 83. The main speed reducing mechanism has the function of increasing torque while realizing four-stage speed reduction.
It can be understood that the gear set needs to use the gear with smaller diameter as the driving wheel, and mesh with the driven wheel with larger diameter to realize speed reduction, and the two ends of the transmission shaft are provided with bearings according to the actual structure, which is common knowledge in the art.
In order to further explain the structure of the reduction gearbox in the scheme, the power flow of the reduction gearbox is further explained as follows: under the condition that a larger speed ratio is needed for automobile starting or hill starting and the like, the automobile is driven in the first gear. See the direction of power flow indicated by the arrow in fig. 1. At this time, the synchronizer 7 moves rightward to engage with the third driven tooth 62. The motor drives the input shaft 1 to rotate, and the input shaft 1 receives torque transmitted by the motor and performs primary speed reduction through the meshing of the first driving teeth 41 and the first driven teeth 42. The two-stage reduction is performed by the meshing of the duplicate gear and the second driving gear 51, and since the duplicate gear is not engaged with the synchronizer 7, the rotation speed thereof may not coincide with the output shaft 3. At this time, torque is transmitted to the intermediate shaft 2. And then three-stage speed reduction is performed through the third driving tooth 61 and the third driven tooth 62. At this time, the torque is transmitted to the output shaft 3 due to the action of the synchronizer 7. The output shaft 3 transmits the received torque to the main speed reduction driven gear 82 through the main speed reduction driving gear 81 to carry out four-stage speed reduction, so as to drive the differential 83 to output. It can be seen that in this case, the first gear transmission can realize four-stage speed reduction, and a higher speed ratio can be obtained.
After the speed has risen, an upshift operation, i.e. a two-gear drive, can be performed without that much torque. See the direction of power flow indicated by the arrow in fig. 2. At this time, the synchronizer 7 moves left to engage with the second driven tooth 52. After the input shaft 1 receives the torque, the primary speed reduction is realized through the meshing of the first driving tooth 41 and the first driven tooth 42. Since the first driven tooth 42 and the second driven tooth 52 are fixedly connected, the second driven tooth 52 rotates synchronously with the first driven tooth 42, and transmits the torque directly to the output shaft 3 through the synchronizer 7. The output shaft 3 transmits the received torque to the main speed reduction driven gear 82 through the main speed reduction driving gear 81 to realize secondary speed reduction, so as to drive the differential 83 to output.
In the second gear driving, the dual gear formed by the first driven tooth 42 and the second driven tooth 52 drives the second driving tooth 51 to rotate, so as to drive the third driving tooth 61 on the intermediate shaft 2 to rotate together. However, since the third driven tooth 62 is not engaged with the synchronizer 7 and is in an idle state, the whole transmission system is not affected.
In the embodiment, the four-stage speed reduction can be realized when the reduction gearbox is in the first gear by the aid of the connecting structure and the matching relation among the input shaft, the intermediate shaft, the output shaft, the first-stage reduction gear set, the second-stage reduction gear set, the third-stage reduction gear set, the synchronizer, the main speed reduction mechanism, the differential mechanism and other components, and the speed ratio is improved. Especially when the automobile starts or starts on a hill, the motor can output large torque so that the motor works in a high-efficiency interval, and the running efficiency of the motor is improved.
Although specific embodiments have been described above, it will be appreciated by those skilled in the art that these are examples only, and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and the principles of the present invention, and these changes and modifications are all within the scope of the present invention.

Claims (8)

1. A reduction gearbox for a vehicle is characterized by comprising an input shaft, an intermediate shaft, an output shaft, a primary reduction gear set, a secondary reduction gear set, a tertiary reduction gear set, a synchronizer, a main reducing mechanism and a differential mechanism,
the first-stage reduction gear set is arranged on the input shaft and the output shaft to realize first-stage reduction,
the secondary reduction gear set is arranged on the intermediate shaft and the output shaft to realize secondary reduction,
the three-stage reduction gear set is arranged on the intermediate shaft and the output shaft to realize three-stage reduction,
the primary reduction gear set drives the secondary reduction gear set to rotate,
the synchronizer is arranged on the output shaft in a sliding way and is selectively connected with the secondary reduction gear set or the tertiary reduction gear set,
the output shaft drives the main speed reducing mechanism to operate, and the main speed reducing mechanism drives the differential mechanism to operate.
2. The reduction gearbox according to claim 1, wherein said primary reduction gear set includes a first driving tooth and a first driven tooth engaged with each other, said first driving tooth being fixedly provided on said input shaft, said first driven tooth being rotatably provided on said output shaft.
3. The reduction gearbox for vehicle according to claim 2, wherein the input shaft and the intermediate shaft are located on the same axis, and a cylindrical bearing is shared between the first driving tooth and the intermediate shaft.
4. The reduction gearbox according to claim 2, wherein the secondary reduction gear set comprises a second driving tooth and a second driven tooth that are engaged with each other, the second driving tooth is fixedly provided on the intermediate shaft, the second driven tooth is rotatably provided on the output shaft, and the first driven tooth and the second driven tooth are fixedly connected.
5. A reduction gearbox according to claim 4 wherein said first driven tooth and said second driven tooth together form a duplicate gear.
6. A reduction gearbox according to claim 4, wherein needle bearings are provided between said first and second driven teeth and said output shaft.
7. A reduction gearbox according to claim 4, wherein said three stage reduction gear set comprises a third driving tooth and a third driven tooth which are engaged with each other, said third driving tooth being fixedly provided on said intermediate shaft, said third driven tooth being rotatably provided on said output shaft, and said synchronizer being selectively engaged with said second driven tooth or said third driven tooth.
8. A reduction gearbox according to any one of claims 1 to 7, characterised in that said main reduction mechanism comprises a main reduction driving tooth and a main reduction driven tooth which are engaged with each other, said main reduction driving tooth being fixedly arranged on said output shaft, said main reduction driven tooth being connected to said differential.
CN201922441419.1U 2019-12-30 2019-12-30 Reduction gearbox for vehicle Expired - Fee Related CN211423288U (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201922441419.1U CN211423288U (en) 2019-12-30 2019-12-30 Reduction gearbox for vehicle
PCT/EP2020/086652 WO2021136674A1 (en) 2019-12-30 2020-12-17 Reduction gearbox for a vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201922441419.1U CN211423288U (en) 2019-12-30 2019-12-30 Reduction gearbox for vehicle

Publications (1)

Publication Number Publication Date
CN211423288U true CN211423288U (en) 2020-09-04

Family

ID=72274957

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201922441419.1U Expired - Fee Related CN211423288U (en) 2019-12-30 2019-12-30 Reduction gearbox for vehicle

Country Status (1)

Country Link
CN (1) CN211423288U (en)

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Granted publication date: 20200904