CN219007595U

CN219007595U - Transmission system of vehicle and vehicle

Info

Publication number: CN219007595U
Application number: CN202223137437.9U
Authority: CN
Inventors: 李�诚; 李巽; 姜利翾; 房柄宇
Original assignee: Beiqi Foton Motor Co Ltd
Current assignee: Beiqi Foton Motor Co Ltd
Priority date: 2022-11-22
Filing date: 2022-11-22
Publication date: 2023-05-12
Anticipated expiration: 2032-11-22

Abstract

The utility model discloses a transmission system of a vehicle and the vehicle, wherein the transmission system of the vehicle comprises: a front drive shaft; a rear drive shaft; differential power take-off device; the energy recovery device comprises a transmission assembly and an energy recovery piece, wherein the transmission assembly comprises a gear piece, a transmission rod and a rack piece, the gear piece is arranged between the gear piece and the rack piece, the transmission rod is provided with a first gear part towards one end of the gear piece, the gear piece and the first gear part are in meshed transmission, one end of the transmission rod towards a tooth condition is provided with a second gear part, the second gear part is in meshed transmission with the rack piece, and the energy recovery piece is fixedly connected with the differential power taking device and is in transmission fit with the rack piece. Therefore, by arranging the differential force taking device and the energy recovery device, the structure of the transmission system is simpler and more reliable on the premise of realizing the recovery and utilization of braking energy, the response speed and the energy utilization rate are improved, and the applicability of the transmission system is enhanced.

Description

Transmission system of vehicle and vehicle

Technical Field

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

Background

When the automobile is braked, the friction force pressed by the friction plate controls the rotation speed of the tire to achieve the deceleration effect, on one hand, the whole friction heat of the part of energy is generated, so that the heat energy is lost, on the other hand, the brake disc is easy to damage, the service life is reduced, and therefore, the recovery of braking energy is very important.

In the related art, the recovery of braking energy depends on a generator, and the device can only be used for a hybrid electric vehicle or a pure electric vehicle, and meanwhile, in order to read the real-time working condition of the vehicle, parts such as a sensor, a braking force distribution device and the like are added, so that the energy recovery cost is high, and the energy recovery rate is low.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides the transmission system of the vehicle, and the recovery of the braking energy of the transmission system of the vehicle is simpler and more reliable, and the application scene is wider.

The utility model further proposes a vehicle.

A transmission system of a vehicle according to the present utility model includes: a front drive shaft; a rear drive shaft; the differential power taking device is arranged between the front transmission shaft and the rear transmission shaft and is respectively in transmission connection with the front transmission shaft and the rear transmission shaft; the energy recovery device comprises a transmission assembly and an energy recovery piece, the transmission assembly comprises a gear piece, a transmission rod and a rack piece, the gear piece is arranged on the differential force taking device, the transmission rod is arranged between the gear piece and the rack piece, the transmission rod faces to one end of the gear piece and is provided with a first gear part, the gear piece and the first gear part are in meshed transmission, the transmission rod faces to one end of the tooth condition and is provided with a second gear part, the second gear part is in meshed transmission with the rack piece, and the energy recovery piece is fixedly connected with the differential force taking device and is in transmission fit with the rack piece.

Therefore, by arranging the differential force taking device and the energy recovery device, the structure of the transmission system is simpler and more reliable on the premise of realizing the recovery and utilization of braking energy, the response speed and the energy utilization rate are improved, and the applicability of the transmission system is enhanced.

In some embodiments of the utility model, the gear member is provided on one side of the differential power take-off, the gear member is a helical gear member, the first gear portion is a helical gear portion, and the helical gear member and the helical gear portion are meshed with each other.

In some embodiments of the utility model, the second gear portion drives movement of the rack member, the energy recovery member being located in the path of movement of the rack member, the rack member being in selective contact with the energy recovery member to transfer energy thereto.

In some embodiments of the present utility model, the transmission system of the vehicle further includes a transfer bracket disposed opposite the energy recovery member at an end of the rack member adjacent the energy recovery member, the transfer bracket selectively contacting the energy recovery member.

In some embodiments of the utility model, the energy recovery member is an air bag, and an air bag support pad is disposed on a side of the transition bracket facing the energy recovery member to selectively compress the air bag.

In some embodiments of the present utility model, a plane perpendicular to the length extension direction of the rack member is set as a reference plane, and projections of the energy recovery member and the airbag cushion on the reference plane overlap each other.

In some embodiments of the utility model, the airbag support pad is at least one of a silicone support pad, a latex support pad, and a rubber support pad

In some embodiments of the utility model, the balloon is a collapsible balloon, the balloon surface is wave-shaped, and the collapsible balloon comprises a plurality of telescoping portions connected in sequence.

In some embodiments of the present utility model, the transmission system of the vehicle further includes a limiting plate fixedly connected to the differential power take-off device, the limiting plate selectively limiting-engaging with the adapter bracket to limit the maximum displacement of the tooth condition.

According to an embodiment of the present utility model, a vehicle includes: the transmission system of the vehicle 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 foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic illustration of a driveline of a vehicle according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of another perspective of a driveline of a vehicle according to an embodiment of the present utility model;

FIG. 3 is a partial schematic view of a driveline of a vehicle according to an embodiment of the present utility model;

FIG. 4 is a schematic view of area A of FIG. 3;

FIG. 5 is a partial schematic view of another perspective of a driveline of a vehicle according to an embodiment of the present utility model;

fig. 6 is a schematic view of region B in fig. 5.

Reference numerals:

100. a transmission system;

10. a front drive shaft; 20. a rear drive shaft;

30. differential power take-off device;

40. an energy recovery device; 41. a transmission assembly; 411. a gear member; 412. a transmission rod; 4121. a first gear portion; 4122. a second gear portion; 413. tooth conditions; 414. a transfer bracket; 42. an energy recovery member; 421. an airbag support pad; 422. a telescopic part; 43. and a limiting plate.

Detailed Description

Embodiments of the present utility model will be described in detail below, by way of example with reference to the accompanying drawings.

A transmission system 100 of a vehicle according to an embodiment of the present utility model, which transmission system 100 can be applied to a vehicle, is described below with reference to fig. 1 to 6.

As shown in connection with fig. 1-6, a transmission system 100 of a vehicle according to an embodiment of the present utility model may mainly include: the front transmission shaft 10, the rear transmission shaft 20, the differential power take-off device 30 and the energy recovery device 40, wherein the differential power take-off device 30 is arranged between the front transmission shaft 10 and the rear transmission shaft 20 and is in transmission connection with the front transmission shaft 10 and the rear transmission shaft 20 respectively, the transmission assembly 41 mainly comprises a gear piece 411, a transmission rod 412 and a rack piece 413, the gear piece 411 is arranged on the differential power take-off device 30, the transmission rod 412 is arranged between the gear piece 411 and the rack piece 413, one end of the transmission rod 412, facing the gear piece 411, is provided with a first gear part 4121, the gear piece 411 and the first gear part 4121 are in meshed transmission, one end of the transmission rod 412, facing the tooth condition 413, is provided with a second gear part 4122, the second gear part 4122 is in meshed transmission with the tooth condition 413, and the energy recovery piece 42 is fixedly connected with the differential power take-off device 30 and in transmission fit with the rack piece 413.

Specifically, by disposing the differential power take-off device 30 between the front propeller shaft 10 and the rear propeller shaft 20 and in driving connection with the front propeller shaft 10 and the rear propeller shaft 20, respectively, the differential power take-off device 30 can bring the speeds of the front propeller shaft 10 and the rear propeller shaft 20 to agree when the front propeller shaft 10 and the rear propeller shaft 20 generate differential.

Further, the gear member 411 is disposed between the gear member 411 and the rack member 413, the end of the gear member 411 facing the gear member 411 is provided with a first gear portion 4121, the gear member 411 and the first gear portion 4121 are engaged for transmission, the end of the gear member 412 facing the rack member 413 is provided with a second gear portion 4122, the second gear portion 4122 is engaged for transmission with the rack member 413, so that energy can be transferred between the gear member 411, the gear member 412 and the rack member 413, and conversion between rotational movement of the gear member 411 and the gear member 412 and linear movement of the rack member 413 can be achieved, so that the structure of the transmission assembly 41 can be simplified and reliable, transmission cooperation of each component of the transmission assembly 41 can be made more stable and reliable, and the energy recovery member 42 and the rack member 413 are engaged for transmission by connecting and fixing the energy recovery member 42 and the differential force device 30, so that energy can selectively flow between the differential force device 30 and the energy recovery member 42 through the transmission assembly 41 in different driving states of the vehicle.

When the vehicle is in a normal running state, the rotational speed of the front propeller shaft 10 is the same as the rotational speed of the rear propeller shaft 20, and the differential power take-off device 30 can ensure that the torque of the front propeller shaft 10 is transmitted to the rear propeller shaft 20 entirely, and no energy flows between the differential power take-off device 30 and the energy recovery device 40.

When the vehicle is in a braking state, the front drive shaft 10 stops rotating due to the output torque of the engine being stopped, the rear drive shaft 20 is in a braking process, but a certain rotating speed still exists, so that a drive chain from the rear drive shaft 20 to the differential power take-off device 30 and then to the energy recovery device 40 can be generated, the differential power take-off device 30 can extract and convert the torque of the rear drive shaft 20 into the torque of the differential power take-off device 30, and then the torque is transmitted to the energy recovery member 42 and stored in the energy recovery member 42 through the gear member 411, the drive rod 412 and the rack member 413 in sequence, thereby realizing the recovery of braking energy.

Further, in the braking state of the vehicle, as the recovery amount of braking energy gradually increases, the energy recovery member 42 can form larger and larger resistance to be added to the braking of the vehicle, and provide rotational resistance for the rear transmission shaft 20, so as to assist the braking of the vehicle, reduce the requirement of the vehicle for braking force, and play a role in protecting the brake disc. It should be noted that, as the amount of braking energy recovered gradually increases, the driving force required by the energy recovery member 42 gradually increases until the torque extracted by the differential power take-off device 30 cannot satisfy the driving force required by the energy recovery member 42, and at this time, the storage of braking energy by the energy recovery member 42 reaches the limit.

When the vehicle is in an accelerating state, the rotating speed of the front transmission shaft 10 is greater than that of the rear transmission shaft 20, the braking energy stored by the energy recovery member 42 can be transmitted to the differential power take-off device 30 sequentially through the tooth condition 413, the transmission rod 412 and the gear member 411, and the differential power take-off device 30 acts on the rear transmission shaft 20 to release and convert the braking energy into the driving force of the rear transmission shaft 20, thereby assisting the acceleration of the vehicle, so that the same driving force can be generated by using smaller fuel injection amount, and the fuel consumption of the vehicle can be saved.

When the vehicle starts to stall or the rotation speed is uneven due to uneven stress in the driving process, such as the change of the ground friction coefficient, the uneven stepping of an accelerator, the turning or the ascending and descending of a slope, the rear transmission shaft 20 can generate abrupt change of torque, the abrupt change of torque can be transmitted to the energy recovery piece 42 through the differential force taking device 30 and the transmission assembly 41, and the energy recovery piece 42 can absorb the excessive torque, so that the vibration of the transmission system 100 can be reduced, and the use experience of a user is improved.

The differential power take-off device 30 may be configured as a torsen differential, the differential power take-off device 30 may include a rear worm wheel, a rear worm and a worm wheel bracket, the rear transmission shaft 20 is in transmission fit with the rear worm wheel, the rear worm wheel is arranged on the worm wheel mounting bracket, braking energy may be sequentially transmitted to the energy recovery member 42 and stored in the energy recovery member 42 through the rear worm wheel, the rear worm wheel and the worm wheel mounting bracket, braking energy stored in the energy recovery member 42 may be selectively sequentially transmitted to the rear transmission shaft 20 through the transmission assembly 41, the worm wheel mounting bracket, the rear worm wheel and the rear worm wheel, and the rear transmission shaft 20 is driven to rotate.

Thus, by arranging the differential power take-off device 30 between the front drive shaft 10 and the rear drive shaft 20, the transmission assembly 41 is in transmission fit with the differential power take-off device 30 and the energy recovery device 40, and under the premise that the recovery and utilization of braking energy can be realized and the requirements for braking and driving force are reduced, the structure of the transmission system 100 can be simpler and more reliable, the response speed can be improved, the energy utilization rate can be improved, the transmission system 100 can be suitable for vehicles with various power sources, and the applicability of the transmission system 100 can be enhanced.

As shown in fig. 3 to 6, the gear member 411 is provided on one side of the differential power take-off device 30, the gear member 411 is a helical gear member, the first gear portion 4121 is a helical gear portion, and the helical gear member and the helical gear portion are meshed with each other. Specifically, the gear member 411 may be disposed on one side of the differential power take-off device 30, and the gear member 411 may be rotatable relative to the differential power take-off device 30, and by disposing the gear member 411 as a bevel gear member and disposing the first gear portion 4121 as a bevel gear portion, the bevel gear member and the bevel gear portion are meshed with each other, so that on the premise of ensuring stable and reliable driving engagement between the gear member 411 and the driving rod 412, the axes of the gear member 411 and the driving rod 412 may intersect, thereby improving the structural compactness of the driving assembly 41 and even the driving system 100.

As shown in connection with fig. 3-6, the second gear portion 4122 drives the movement of the tooth member 413 such that the energy recovery member 42 is positioned in the path of movement of the tooth member 413 such that the tooth member 413 selectively contacts the energy recovery member 42 to transfer energy to the energy recovery member 42. Specifically, by disposing the energy recovery member 42 on the path along which the tooth condition 413 moves, such that the rack member 413 may selectively contact the energy recovery member 42 when the second gear portion 4122 drives the tooth condition 413 to thereby selectively transfer energy to the energy recovery member 42, and the energy recovery member 42 may also selectively transfer stored energy to the second gear portion 4122 through the tooth condition 413, the transfer of energy between the transmission assembly 41 and the energy recovery member 42 may be achieved, the transfer of energy between the transmission assembly 41 and the energy recovery member 42 may be made simpler and more reliable, and the structure of the transmission system 100 of the vehicle may be made simpler and more reliable.

As shown in connection with fig. 4 and 6, the vehicle driveline 100 may further include an adapter bracket 414, the adapter bracket 414 being disposed at an end of the tooth member 413 adjacent to the energy recovery member 42, the adapter bracket 414 being disposed opposite the energy recovery member 42, the adapter bracket 414 being selectively in contact with the energy recovery member 42. Specifically, by disposing the adaptor bracket 414 adjacent to one end of the tooth member 413 adjacent to the energy recovering member 42, and disposing the adaptor bracket 414 opposite to the energy recovering member 42, when the second gear portion 4122 moves the tooth member 413 linearly, the adaptor bracket 414 can selectively contact with the energy recovering member 42, so that energy can be transferred to the energy recovering member 42, and braking energy can be recovered more simply and reliably.

As shown in fig. 4 and 6, the energy recovery member 42 is an airbag, and the transfer bracket 414 is provided with an airbag support pad 421 at a side facing the energy recovery member 42 to selectively compress the airbag. Specifically, the energy recovering member 42 may be set as an air bag, one end of the air bag is fixedly disposed on the differential power taking device 30, and the other end of the air bag is movable relative to the differential power taking device 30, and the air bag supporting pad 421 is disposed on one side of the adapting support 414 facing the energy recovering member 42, so that when the second gear portion 4122 drives the tooth condition 413 to perform linear motion, the adapting support 414 can drive the air bag supporting pad 421 to selectively compress the air bag, so that braking energy transferred to the air bag can be converted into internal pressure of the air bag, and recovery of braking energy is achieved, and recovery of braking energy can be simpler and more reliable. In addition, the energy recovery member 42 can be manufactured easily, and the manufacturing cost of the energy recovery member 42 can be reduced.

As shown in fig. 4 and 6, a plane perpendicular to the longitudinal extension direction of the rack member 413 is set as a reference plane, and projections of the energy recovery member 42 and the airbag cushion 421 on the reference plane overlap each other. Specifically, a plane perpendicular to the length extending direction of the rack member 413 is set as a reference plane, and by overlapping projections of the energy recovery member 42 and the airbag support pad 421 on the reference plane, a contact area between the airbag support pad 421 and the energy recovery member 42 can be increased, so that when the airbag support pad 421 presses the airbag, a force receiving area can be increased, a pressure intensity per unit area can be reduced, and stability of the airbag in the compression process can be improved, and reliability of the transmission system 100 can be improved.

Further, the air bag support pad 421 is at least one of a silica gel support pad, a latex support pad, and a rubber support pad. Specifically, the air bag supporting pad 421 can be set to be at least one of a silica gel supporting pad, a latex supporting pad and a rubber supporting pad, so that the air bag supporting pad 421 can be ensured to have better deformability, the air bag supporting pad 421 and the energy recovery piece 42 can be ensured to be fully contacted, the reliability of the transmission system 100 is improved, the forming and the manufacturing of the air bag supporting pad 421 can be facilitated, and the production cost of the air bag supporting pad 421 can be reduced.

As shown in fig. 4 and 6, the balloon is a retractable balloon, the balloon surface is wavy, and the retractable balloon includes a plurality of sequentially connected retractable portions 422. Specifically, the telescopic airbag is formed by sequentially connecting the telescopic parts 422 by arranging the airbag into the telescopic airbag and arranging the surface of the airbag into a wave shape, so that the telescopic deformation capacity of the airbag can be increased, the storage capacity of the airbag for braking energy can be further improved, the structural design of the airbag can be further optimized, and the working performance of the airbag can be improved.

As shown in fig. 4 and 6, the transmission system 100 of the vehicle may further include a limiting plate 43, where the limiting plate 43 is fixedly connected with the differential power taking device 30, and the limiting plate 43 selectively cooperates with the adapter bracket 414 in a limiting manner to limit the maximum displacement of the tooth condition 413. Specifically, by providing the limiting plate 43 on the differential power take-off device 30, when the energy recovery member 42 releases the braking energy and drives the switching support 414 and the rack member 413 to move in a reverse direction, the switching support 414 may gradually approach the limiting plate 43, and when the limiting plate 43 and the switching support 414 contact each other, the limiting plate 43 and the switching support 414 may be in a mutually limiting fit, so that further movement of the tooth condition 413 may be limited, that is: the maximum displacement of the tooth condition 413 can be restricted, and further, the tooth condition 413 can be prevented from being excessively moved, resulting in the disengagement of the engagement between the tooth condition 413 and the second gear portion 4122, and the reliability of the transmission system 100 of the vehicle can be further improved.

The vehicle according to an embodiment of the present utility model may include: the transmission system 100 of the vehicle is described above. Specifically, by applying the transmission system 100 to a vehicle, on the premise of realizing recovery and utilization of braking energy, not only can the recovery cost of the braking energy of the vehicle be reduced and the recovery utilization rate of the braking energy be improved, but also the structural reliability of the vehicle can be improved and the vibration of the vehicle can be reduced, so that the product competitiveness of the vehicle can be improved and the use experience of users can be improved.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means 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, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

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

Claims

1. A transmission system (100) of a vehicle, characterized by comprising:

a front drive shaft (10);

a rear drive shaft (20);

the differential force taking device (30) is arranged between the front transmission shaft (10) and the rear transmission shaft (20) and is respectively in transmission connection with the front transmission shaft (10) and the rear transmission shaft (20);

the energy recovery device (40), energy recovery device (40) includes drive assembly (41) and energy recovery piece (42), drive assembly (41) include gear (411), transfer line (412) and rack (413), gear (411) set up in differential power take-off (30), transfer line (412) set up in gear (411) with between rack (413), transfer line (412) orientation one end of gear (411) is provided with first gear (4121), gear (411) with first gear (4121) meshing transmission, transfer line (412) orientation one end of rack (413) is provided with second gear (4122), second gear (4122) with rack (413) meshing transmission, energy recovery piece (42) with differential power take-off (30) are connected fixedly and with rack (413) transmission cooperation.

2. The transmission system (100) of a vehicle according to claim 1, wherein the gear member (411) is provided on one side of the differential power take-off device (30), the gear member (411) is a helical gear member, the first gear portion (4121) is a helical gear portion, and the helical gear member and the helical gear portion are meshed with each other.

3. The vehicle driveline (100) of claim 2, wherein the second gear portion (4122) drives movement of the rack member (413), the energy recovery member (42) being located in a path of movement of the rack member (413), the rack member (413) selectively contacting the energy recovery member (42) to transfer energy to the energy recovery member (42).

4. A transmission system (100) for a vehicle according to claim 3, further comprising an adapter bracket (414), said adapter bracket (414) being disposed at an end of said rack member (413) adjacent said energy recovery member (42), said adapter bracket (414) being disposed opposite said energy recovery member (42), said adapter bracket (414) being selectively in contact with said energy recovery member (42).

5. The transmission system (100) of a vehicle according to claim 4, wherein the energy recovery member (42) is an airbag, and the adapter bracket (414) is provided with an airbag support pad (421) on a side facing the energy recovery member (42) to selectively compress the airbag.

6. The transmission system (100) of a vehicle according to claim 5, wherein a plane perpendicular to a length extending direction of the rack member (413) is set as a reference plane, and projections of the energy recovery member (42) and the airbag support pad (421) on the reference plane coincide with each other.

7. The vehicle driveline (100) of claim 6, wherein the airbag support pad (421) is at least one of a silicone support pad, a latex support pad, and a rubber support pad.

8. The vehicle driveline (100) of claim 5, wherein the bladder is a collapsible bladder, the bladder surface having a wave shape, the collapsible bladder including a plurality of telescoping sections (422) connected in series.

9. The vehicle driveline (100) of claim 4, further comprising a limiting plate (43), the limiting plate (43) being fixedly connected to the differential power take-off (30), the limiting plate (43) selectively positively engaging the adapter bracket (414) to limit the maximum displacement of the rack member (413).

10. A vehicle, characterized by comprising: the drive train (100) of a vehicle according to any one of claims 1 to 9.