CN217022170U - Vehicle power assembly and vehicle - Google Patents

Abstract

The utility model discloses a vehicle power assembly and a vehicle, wherein the vehicle power assembly comprises an engine, and the engine is longitudinally arranged; the speed reducer assembly is transversely arranged; and the transmission is longitudinally arranged and comprises an input shaft and an output shaft, the input shaft is in transmission fit with the engine, and the output shaft is in transmission fit with the speed reducer assembly. Therefore, parts such as a transmission shaft or a transfer case and the like in the traditional power structure can be omitted by connecting the output shaft of the transmission with the speed reducer assembly for transmission, so that the length of the power assembly can be reduced, the integration level of the vehicle power assembly is improved, and the arrangement of other vehicle parts is facilitated.

Description

Vehicle power assembly and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a vehicle power assembly and a vehicle.

Background

Most of vehicles with the existing longitudinal power assembly system drive the vehicle to move forwards through a rear wheel, and the power system of the existing longitudinal power assembly system comprises an engine, a transmission and a transmission shaft, wherein the engine and the transmission are longitudinally arranged on a front axle of the vehicle, the output end of the transmission is connected with the transmission shaft, and the transmission shaft is connected with the rear axle to realize rear wheel drive. However, the existing longitudinal power assembly is long in length, and for a new energy vehicle type with a battery pack carrying requirement, the space for accommodating the battery pack is very small, so that the battery pack is small in size and low in electric quantity, and the endurance mileage is influenced.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the utility model provides the vehicle power assembly, and the vehicle power assembly directly connects the output shaft of the transmission with the reducer assembly, so that the length size of the power assembly is reduced, the spatial arrangement of parts of the whole vehicle is facilitated, and the integration level of the vehicle power assembly is increased.

The utility model further provides a vehicle.

A vehicle powertrain according to an embodiment of the first aspect of the utility model includes

An engine, the engine disposed longitudinally;

the speed reducer assembly is transversely arranged; and

the transmission is longitudinally arranged and comprises an input shaft and an output shaft, the input shaft is in transmission fit with the engine, and the output shaft is in transmission fit with the speed reducer assembly.

Therefore, the output shaft of the transmission is connected with the speed reducer assembly for transmission, so that parts such as a transmission shaft or a transfer case and the like in the traditional power structure can be omitted, the length of the power assembly can be reduced, the integration level of the vehicle power assembly is improved, and the arrangement of other vehicle parts is facilitated.

According to some embodiments of the utility model, the reducer assembly is arranged below the engine and a projection of the engine along a horizontal plane partially covers the reducer assembly.

According to some embodiments of the utility model, the speed reducer assembly is arranged on one side of the engine, and the output shaft is arranged obliquely below the input shaft.

According to some embodiments of the utility model, the engine comprises: the speed reducer assembly is integrated on the shell.

According to some embodiments of the utility model, the vehicle powertrain further comprises: and the other end of the connecting component is connected with the output shaft in a universal transmission manner so as to be used for dislocation assembly between the output shaft and the speed reducer assembly.

According to some embodiments of the utility model, the connecting assembly comprises a connecting rod, one end of the connecting rod is provided with a first connecting piece, the first connecting piece comprises a fixed seat and a cross shaft, the fixed seat is connected with the horizontal two end parts of the cross shaft, and one end of the connecting rod is connected with the vertical two end parts of the cross shaft; and/or

The other end of connecting rod is equipped with the second connecting piece, the second connecting piece includes ball cage bearing and spherical casing, the center department of ball cage bearing with the connecting rod is connected, the outside slip of ball cage bearing is inlayed and is located in the spherical casing.

According to some embodiments of the utility model, the ball cage bearing comprises a retainer, a hollow shaft and a ball, the ball is embedded in the retainer, the retainer is embedded between the spherical shell and the hollow shaft, an inner cavity is arranged at the center of the hollow shaft, and one end of the connecting rod is arranged in the inner cavity.

According to some embodiments of the utility model, the retarder assembly comprises: differential mechanism and reduction bevel gear, be equipped with the reduction gear circle on the differential mechanism, reduction bevel gear with the meshing of reduction gear circle, the one end of connecting rod is equipped with the spline, the spline inlays to be located in the inner chamber, spherical shell locates on the reduction bevel gear.

According to some embodiments of the present invention, the output shaft is provided with a driving gear, and the first connecting member further includes a driven gear engaged with the driving gear and having a center connected to the fixing base.

A vehicle according to an embodiment of a second aspect of the utility model includes the vehicle powertrain described above.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic perspective view of a vehicle powertrain according to an embodiment of the present invention;

FIG. 2 is a schematic illustration of a vehicle powertrain according to an embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a connection assembly according to an embodiment of the present invention;

FIG. 4 is a schematic view of a first connector according to an embodiment of the present invention;

fig. 5 is a schematic structural view of a second connector according to an embodiment of the present invention.

Reference numerals:

100. a vehicle powertrain;

1. an engine; 11. a housing; 2. a reducer assembly; 21. a differential mechanism; 211. a reduction gear ring; 22. a deceleration bevel gear; 23. a spherical shell; 24. a half shaft; 3. a transmission; 31. an input shaft; 32. an output shaft; 321. a driving gear; 4. a connection assembly; 5. a connecting rod; 51. a spline; 6. a first connecting member; 61. a fixed seat; 62. a cross shaft; 63. a driven gear; 7. a second connecting member; 71. a ball cage bearing; 711. a cage; 712. a hollow shaft; 713. a sphere; 8. an inner cavity.

Detailed Description

Embodiments of the present invention will be described in detail below, the embodiments described with reference to the drawings being illustrative, and the embodiments of the present invention will be described in detail below.

A vehicle powertrain 100 according to an embodiment of the utility model will be described below with reference to fig. 1 to 5.

Referring to fig. 1 and 2, a vehicle powertrain 100 according to an embodiment of the present invention includes: the engine 1, the reduction gear assembly 2, the derailleur 3, wherein, engine 1 and derailleur 3 all vertically set up, and reduction gear assembly 2 transversely sets up, and the derailleur 3 includes input shaft 31 and output shaft 32, and input shaft 31 and engine 1 transmission fit, output shaft 32 and reduction gear assembly 2 transmission fit.

Specifically, the above-described longitudinal arrangement of the engine 1 means: the engine 1 is disposed in a vehicle cabin in a longitudinal direction of the vehicle (i.e., a front-rear direction) and has a power output direction parallel to a traveling direction of the vehicle. Similarly, the transmission 3 is disposed longitudinally also means disposed along the front-rear direction of the vehicle, and the power output direction of the transmission 3 is parallel to the traveling direction of the vehicle. The reducer assembly 2 is transversely arranged, that is: the speed reducer assembly 2 is arranged in the transverse direction (i.e., left-right direction) of the vehicle, and has left and right half shafts 24 perpendicular to the direction in which the vehicle travels, and the left and right half shafts 24 are connected to left and right wheels at the front end of the vehicle, respectively, for driving the wheels to rotate.

Through indulging engine 1 and derailleur 3 and locating in the cabin, can greatly reduced occupy the horizontal space in cabin to reserve sufficient arrangement space for other subassemblies, and then can promote the concentration ratio of vehicle power assembly 100 in the cabin. On the basis, the longitudinal length of the vehicle power assembly 100 can be shortened by omitting a front drive transmission shaft structure, so that the occupation of the vehicle power assembly 100 on the longitudinal space of a cabin is reduced, and the space in the cabin of the vehicle is further saved.

For a new energy vehicle type with a battery pack carrying requirement, the vehicle power assembly 100 adopting the longitudinal front-driving mode can reduce the arrangement of a rear-driving transmission shaft, so that enough arrangement space is reserved for the battery pack below a vehicle chassis, the size of the battery pack can be increased, and the cruising mileage of the vehicle can be increased.

Therefore, the output shaft 32 of the transmission 3 is connected with the reducer assembly 2 for transmission, so that parts such as a transmission shaft or a transfer case and the like in the traditional power structure can be omitted, the length of the power assembly can be reduced, the integration level of the vehicle power assembly 100 is improved, and the arrangement of other vehicle parts is facilitated.

In some embodiments of the present invention, as shown in fig. 1, the retarder assembly 2 is disposed below the engine 1, and a projection of the engine 1 along a horizontal plane partially covers the retarder assembly 2, and specifically, the retarder is disposed below the engine 1, on one hand, an arrangement of a transmission structure may be reduced, so that a connection structure is more compact and simple, and on the other hand, an integration level of the vehicle powertrain 100 in a lateral direction may be increased, so as to maintain a center of gravity of the vehicle powertrain 100 at a center line of the vehicle, balance distributed weights at two sides of the vehicle, and improve a driving texture of the vehicle as a whole.

Further, in addition to the above-mentioned embodiment, as shown in fig. 1, the reducer assembly 2 is provided on one side of the engine 1, and the output shaft 32 is provided obliquely below the input shaft 31, wherein the reducer assembly 2 is completely provided below the engine 1, although the weight distribution of the vehicle powertrain 100 can be balanced, such distribution may excessively increase the height of the engine 1, that is, the engine 1 occupies the length of the space in the vertical direction in the vehicle cabin, so that the height of the vehicle cabin is easily made high, and a part of the driving sight is intruded, or the ground clearance of the vehicle powertrain 100 is made too small, and the vehicle trafficability is impaired. Therefore, the provision of the speed reducer obliquely below the engine 1 can balance the weight distribution of the vehicle and also avoid an excessively small ground clearance, which is more advantageous for maintaining the passing performance and the driving feeling of the vehicle in a balanced manner.

In some embodiments of the present invention, as shown in fig. 1, the engine 1 includes a housing 11, and the reducer assembly 2 is integrated on the housing 11, specifically, the joint surface between the housing 11 of the main reducer and the housing 11 of the engine 1 is fixedly connected by bolts, and the integration of the reducer on the housing 11 of the engine 1 can reduce part of the parts related to the vehicle powertrain 100, thereby improving the integration level of the vehicle powertrain 100 and reducing the cost.

Further, on the basis of the above embodiment, as shown in fig. 2 and fig. 3, the vehicle powertrain 100 further includes a connecting component 4, wherein one end of the connecting component 4 is in universal transmission connection with the speed reducer assembly 2, and the other end is in universal transmission connection with the output shaft 32, so as to be used for the staggered assembly between the output shaft 32 and the speed reducer assembly 2.

Specifically, under normal conditions, a joint surface between a casing 11 of the engine 1 and a casing 11 of the transmission is also fixedly connected through a bolt, so that the speed reducer assembly 2 and the transmission 3 are both rigidly connected with the engine 1, and based on the characteristic, when the transmission 3 and the speed reducer assembly 2 are assembled, factors such as assembly errors and the like need to be considered, namely once a slight machining error or assembly error occurs on any one of the transmission 3 and the speed reducer assembly 2, the problem that the axis of the power input end of the speed reducer assembly 2 and the axis of the output shaft 32 of the transmission 3 cannot be completely coaxial is easily caused, and then the situation that assembly cannot be performed or assembly difficulty is too high occurs.

Therefore, this application can contain the error that exists between above-mentioned two rigid connection structure through set up "flexible" coupling assembling 4 between output shaft 32 and reduction gear assembly 2, wherein, this coupling assembling 4's one end and reduction gear assembly 2 universal drive are connected, coupling assembling 4's the other end and output shaft 32 universal drive are connected, from this, carry out universal drive with output shaft 32 and reduction gear assembly 2 respectively through coupling assembling 4 and be connected, be convenient for realize the dislocation assembly between output shaft 32 and reduction gear assembly 2, thereby the assembly problem that the indirect elimination error arouses.

Further, on the basis of the above embodiments, as shown in fig. 3 to 5, the connection assembly 4 includes a connection rod 5, one end of the connection rod 5 is provided with a first connection piece 6, the first connection piece 6 includes a fixed seat 61 and a cross 62, the fixed seat 61 is connected with two horizontal ends of the cross 62, and one end of the connection rod 5 is connected with two vertical ends of the cross 62; and/or the other end of the connecting rod 5 is provided with a second connecting piece 7, the second connecting piece 7 comprises a ball cage bearing 71 and a spherical shell 23, the center of the ball cage bearing 71 is connected with the connecting rod 5, and the outer side of the ball cage bearing 71 is embedded in the spherical shell 23 in a sliding manner.

Specifically, the connecting assembly 4 includes a connecting rod 5 and connecting pieces disposed on two sides of the connecting rod 5, the connecting pieces at two ends of the connecting rod 5 can adopt structures of rigid universal joints, wherein, taking a structure of the first connecting piece 6 disposed on one side of the connecting rod 5 as an example, the first connecting piece 6 adopts a cross 62 type rigid universal joint, that is, the connecting rod 5 is connected with the cross 62 to form a rotating fork structure, the fixing base 61 is connected with the cross 62 to form a rotating fork structure, that is, two pairs of rotating fork structures are formed, when in work, one of the rotating forks drives the other rotating fork to rotate through the cross 62, and meanwhile, the rotating fork can swing in any direction around the center of the cross 62. Therefore, the rigid universal joint structure of the cross shaft 62 can enable the connecting rod 5 and the fixed seat 61 to form a shape with an included angle larger than zero, so that when the axes between the output shaft 32 and the speed reducer assembly 2 are in a mutual dislocation state, normal work can be performed between the output shaft 32 and the speed reducer assembly 2.

Taking the structure of the second connecting member 7 provided at the other end of the connecting rod 5 as an example, the second connecting member 7 is a rzeppa constant velocity universal joint, that is, the whole of the second connecting member includes a spherical housing 23 and a rzeppa bearing 71, the inner side surface of the spherical housing 23 is an arc surface, and a plurality of ball tracks are provided on the arc surface, the ball tracks are arranged along the axis direction of the spherical housing 23, and the rzeppa bearing 71 is embedded in the spherical housing 23. In operation, the ball cage bearing 71 can move up and down along the ball track within the spherical housing 23, thereby enabling the ball cage bearing 71 to oscillate relative to the spherical housing 23. Therefore, by the structure, a shape with an included angle larger than zero can be formed between the connecting rod 5 connected to the ball cage bearing 71 and the spherical shell 23, so that when the axes between the output shaft 32 and the speed reducer assembly 2 are in a state of mutual dislocation, normal work can be performed between the output shaft 32 and the speed reducer assembly 2.

Of course, the two ends of the connecting rod 5 may adopt the structure of the first connecting piece 6 or the structure of the second connecting rod 5, or one end may adopt the structure of the first connecting piece 6 and the other end adopts the structure of the second connecting piece 7.

Still further, as shown in fig. 5, the ball cage bearing 71 includes a holding frame 711, a hollow shaft 712, and a ball 713, the ball 713 is embedded in the holding frame 711, the holding frame 711 is embedded between the spherical shell 23 and the hollow shaft 712, an inner cavity 8 is disposed at the center of the hollow shaft 712, and one end of the connecting rod 5 is disposed in the inner cavity 8. Specifically, the retainer 711 hoops the ball 713 so as to form a gap space in the ball cage bearing 71, and the gap space can accommodate a certain amount of grease, so that friction between two sides of the ball 713 and the hollow shaft 712 and the spherical shell 23 is reduced, and the service life is prolonged.

In some embodiments of the present invention, as shown in FIG. 2, the retarder assembly 2 includes: differential 21 and reduction bevel gear 22, be equipped with reduction gear circle 211 on the differential 21, reduction bevel gear 22 and reduction gear circle 211 mesh, and the one end of connecting rod 5 is equipped with spline 51, and spline 51 inlays and locates in inner chamber 8, and spherical shell 23 is located on reduction bevel gear 22. Specifically, the arrangement of the structures of the reduction bevel gear 22 and the reduction gear ring 211 can play a role in reducing the rotating speed and increasing the torque, so that better escaping capability is provided for the vehicle. Meanwhile, the connecting rod 5 is connected with the ball cage bearing 71 through the spline 51, so that modular assembly can be realized, and the assembly efficiency is increased while the connection reliability is ensured.

In some embodiments of the present invention, as shown in fig. 2, the output shaft 32 is provided with a driving gear 321, the first connecting member 6 further includes a driven gear 63, and the driven gear 63 is engaged with the driving gear 321 and connected to the fixed seat 61 at the center. Specifically, when the first connecting piece 6 is adopted at one end of the connecting component 4 close to the output shaft 32, the driving gear 321 and the driven gear 63 are arranged for meshing transmission, and the axis position of the output shaft 32 can be changed in a phase-changing manner, so that the output shaft 32 and the speed reducer assembly 2 are more favorably positioned on the same axis, and the assembly difficulty is further reduced.

The vehicle according to the embodiment of the utility model includes the vehicle powertrain 100 of the above embodiment. Specifically, the vehicle adopting the vehicle power assembly 100 can improve the integration level, is convenient for saving the arrangement space of the vehicle, and is favorable for improving the competitiveness of the vehicle.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the utility model and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the utility model.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the utility model have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A vehicle powertrain, comprising:

an engine, the engine disposed longitudinally;

the speed reducer assembly is transversely arranged; and

the transmission is longitudinally arranged and comprises an input shaft and an output shaft, the input shaft is in transmission fit with the engine, and the output shaft is in transmission fit with the speed reducer assembly.

2. The vehicle powertrain of claim 1, wherein the retarder assembly is disposed below the engine and a projection of the engine along a horizontal plane partially overlies the retarder assembly.

3. The vehicle powertrain of claim 2, wherein the retarder assembly is disposed on one side of the engine and the output shaft is disposed obliquely below the input shaft.

4. The vehicle powertrain of claim 1, wherein the engine comprises: the speed reducer assembly is integrated on the shell.

5. The vehicle powertrain of claim 4, further comprising: and the other end of the connecting component is connected with the output shaft universal transmission so as to be used for the dislocation assembly between the output shaft and the speed reducer assembly.

6. The vehicle powertrain of claim 5, wherein the coupling assembly includes a connecting rod, one end of the connecting rod is provided with a first coupling member, the first coupling member includes a fixed seat and a cross, the fixed seat is connected to horizontal ends of the cross, and one end of the connecting rod is connected to vertical ends of the cross; and/or

The other end of connecting rod is equipped with the second connecting piece, the second connecting piece includes ball cage bearing and spherical casing, the center department of ball cage bearing with the connecting rod is connected, the outside slip of ball cage bearing inlays to be located in the spherical casing.

7. The vehicle powertrain of claim 6, wherein the ball cage bearing includes a cage, a hollow shaft, and a ball, the ball is embedded in the cage, the cage is embedded between the spherical housing and the hollow shaft, an inner cavity is disposed at a center of the hollow shaft, and one end of the connecting rod is disposed in the inner cavity.

8. The vehicle powertrain of claim 7, wherein the retarder assembly includes: differential mechanism and speed reduction bevel gear, be equipped with the speed reduction bevel gear circle on the differential mechanism, speed reduction bevel gear with the meshing of speed reduction bevel gear circle, the one end of connecting rod is equipped with the spline, the spline inlays to be located in the inner chamber, spherical shell locates on the speed reduction bevel gear.

9. A vehicle powertrain as in claim 6, wherein the output shaft is provided with a drive gear, and the first coupling member further comprises a driven gear engaged with the drive gear and centrally connected to the stationary base.

10. A vehicle, characterized by comprising: the vehicle powertrain of any of claims 1-9.

Images