CN219277231U

CN219277231U - Power drive system and vehicle

Info

Publication number: CN219277231U
Application number: CN202320488875.5U
Authority: CN
Inventors: 寇博朝; 杨志成
Original assignee: Honeycomb Drive System Jiangsu Co Ltd
Current assignee: Honeycomb Drive System Jiangsu Co Ltd
Priority date: 2023-03-14
Filing date: 2023-03-14
Publication date: 2023-06-30
Anticipated expiration: 2033-03-14

Abstract

The utility model discloses a power drive system and a vehicle, the power drive system comprises: the engine is in power connection with the input shaft, and the input shaft is provided with a first meshing gear; the motor is in power connection with the motor rotating shaft, a second meshing gear meshed with the first meshing gear is sleeved outside the motor rotating shaft, the motor rotating shaft is in transmission fit with the second meshing gear through a spline structure, and a damping sealing piece spaced apart from the spline structure is arranged at the fit position of the motor rotating shaft and the second meshing gear. According to the power driving system, the damping sealing piece is arranged at the matching position of the motor rotating shaft and the second meshing gear, so that the damping force of the damping sealing piece can influence the matching of the spline structure, the problem that the spline structure knocks abnormal sound is avoided, and the NVH performance of the whole vehicle is improved.

Description

Power drive system and vehicle

Technical Field

The utility model relates to the technical field of vehicle manufacturing, in particular to a power driving system and a vehicle with the same.

Background

As the power demand of vehicles becomes diversified, the design of the power drive system is also more complicated. In the related art, an engine and a motor are simultaneously carried in part of vehicles, the engine can be used for driving the vehicles to run and can also be used for driving the motor to generate electricity, wherein a motor shaft of the motor is provided with a motor gear, the motor gear is matched with the motor shaft through a spline structure, but when in practical application, gaps are easily formed at the spline structure matching part, and due to fluctuation of the rotation speed of the engine, spline knocking abnormal sound is easily generated at the spline structure matching part, so that an improvement space exists.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, one purpose of the utility model is to provide a power driving system which can well solve the problem of abnormal knocking noise of a spline caused by stirring of the rotating speed of an engine and reduce the noise of the whole vehicle.

A power drive system according to an embodiment of the present utility model includes: the engine is in power connection with the input shaft, and the input shaft is provided with a first meshing gear; the motor is in power connection with the motor rotating shaft, a second meshing gear meshed with the first meshing gear is sleeved outside the motor rotating shaft, the motor rotating shaft is in transmission fit with the second meshing gear through a spline structure, and a damping sealing piece spaced apart from the spline structure is arranged at the fit position of the motor rotating shaft and the second meshing gear.

According to the power driving system provided by the embodiment of the utility model, the damping sealing piece is arranged at the matching position of the motor rotating shaft and the second meshing gear, so that the damping force of the damping sealing piece can influence the matching of the spline structure, the problem that the spline structure knocks abnormal sound is avoided, and the NVH performance of the whole vehicle is improved.

According to some embodiments of the utility model, the spline structure includes a first spline provided on an outer peripheral wall of the motor shaft and a second spline provided on an inner peripheral wall of the second meshing gear, the outer peripheral wall of the motor shaft being provided with the damper seal at least one end of the first spline.

According to some embodiments of the utility model, the outer peripheral wall of the motor shaft is provided with the damping seals at both ends of the first spline.

According to some embodiments of the utility model, the number of damper seals provided by the outer peripheral wall of the motor shaft at an end of the first spline near the motor is greater than the number of damper seals provided by the outer peripheral wall of the motor shaft at an end of the first spline near the motor.

According to some embodiments of the utility model, one of the motor shaft and the second meshing gear is provided with a mounting groove, and the damping seal is mounted in the mounting groove and is pressed against the other of the motor shaft and the second meshing gear.

According to some embodiments of the utility model, the mounting groove is formed in the outer peripheral wall of the motor shaft, and the damping seal member is formed in the mounting groove and at least partially protrudes from the mounting groove to press against the inner peripheral wall of the second meshing gear.

According to some embodiments of the utility model, the mounting groove is configured as an annular groove, and the damping seal is configured as an O-ring, the O-ring being sleeved in the mounting groove.

According to some embodiments of the utility model, the damping seal is provided in plurality, and the damping seals are provided at intervals in the axial direction of the motor shaft.

According to some embodiments of the utility model, the second meshing gear is rotatably supported in the housing of the transmission by a support bearing, and the damper seal is disposed opposite to the support bearing in a radial direction of the motor shaft.

The utility model further provides a vehicle.

According to the vehicle of the embodiment of the utility model, the power drive system of any one of the embodiments described above is provided.

The advantages of the vehicle and the power drive system described above over the prior art are the same and will not be described in detail here.

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 diagram of a power drive system according to an embodiment of the present utility model;

FIG. 2 is an enlarged view of the power drive system at the spline structure according to an embodiment of the present utility model.

Reference numerals:

the power-driven system 100 is configured to operate,

the engine 1, the input shaft 11, the driving gear 111, the first meshing gear 112, the inner shaft 113, the outer shaft 114, the output shaft 12, the driven gear 121, the output gear 122, the motor 13, the motor shaft 131, the second meshing gear 132, the bearing 133, the damper seal 134, the first spline 135, the differential 14, the motor 15, the motor gear 151, the idler shaft 16, and the transmission gear 161.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

The front-rear direction in the present application is the longitudinal direction of the vehicle, i.e., the X-direction, unless otherwise specified; the left-right direction is the transverse direction of the vehicle, namely the Y direction; the up-down direction is the vertical direction of the vehicle, i.e., the Z direction.

The following describes a power driving system 100 according to an embodiment of the present utility model with reference to fig. 1 to fig. 2, where the power driving system 100 may implement multiple operation modes, and when the rotational speed of the engine 1 fluctuates, the problem that the spline structure is not easy to cause abnormal noise caused by knocking of the spline is beneficial to reducing noise of the power driving system 100 and improving user comfort.

As shown in fig. 1-2, a power drive system 100 according to an embodiment of the present utility model includes: the engine 1, the input shaft 11, the motor 13, and the motor shaft 131. It should be noted that, the power driving system 100 further includes an output shaft 12, the power output by the engine 1 may be output to the output shaft 12 through the input shaft 11, and then output to the differential 14 through the output shaft 12, so as to realize fuel driving of the vehicle, or the driving force output by the motor 13 may be transmitted to the input shaft 11 through the motor rotating shaft 131 and then transmitted to the differential 14 from the output shaft 12, so as to realize pure electric driving, or the engine 1 may perform power output simultaneously with the motor 13, so as to realize hybrid power output, and the engine 1 may be used to drive the motor 13 to generate electricity, so that the power driving system 100 has multiple working modes, and the engine 1 may participate in multiple modes.

Specifically, the engine 1 is in power connection with the input shaft 11, the input shaft 11 may be provided with a driving gear 111, and at the same time, the output shaft 12 is provided with a driven gear 121, and the driving gear 111 and the driven gear 121 are in meshed transmission, so that the power of the input shaft 11 is transmitted to the output shaft 12 through the meshing of the driving gear 111 and the driven gear 121, and further power output is performed.

The motor 13 is in power connection with the motor shaft 131, as shown in fig. 1, i.e., the motor shaft 131 rotates when the motor 13 performs power output. The input shaft 11 is provided with a first meshing gear 112, as shown in fig. 2, the first meshing gear 112 is fixedly sleeved on the input shaft 11, that is, when the input shaft 11 rotates, the first meshing gear 112 rotates with the input shaft, a second meshing gear 132 is sleeved outside the motor rotating shaft 131, the first meshing gear 112 and the second meshing gear 132 are meshed for transmission, that is, when the motor 13 outputs power, the second meshing gear 132 can rotate along with the motor 13 and the motor rotating shaft 131, therefore, the driving force output by the motor 13 can be transmitted to the input shaft 11 through the cooperation of the first meshing gear 112 and the second meshing gear 132 for electric driving, or the driving force on the input shaft 11 can also be transmitted to the motor rotating shaft 131 through the cooperation of the first meshing gear 112 and the second meshing gear 132 for generating power.

Further, the motor shaft 131 is in driving engagement with the second meshing gear 132 through a spline structure, and a damping seal 134 spaced apart from the spline structure is provided at the engagement position of the motor shaft 131 and the second meshing gear 132. It should be noted that, the spline structure may include a spline groove and a driving spline, where the driving spline may extend into the spline groove and is pressed against the inner wall of the spline groove to perform power transmission, or the spline structure may include a first spline 135 and a second spline, where the first spline 135 is pressed against and matched with the second spline to perform power transmission, and in this application, two spline matching is described as an example, when the engine 1 performs power output, the engine 1 drives the input shaft 11 and the first meshing gear 112 to rotate, the first meshing gear 112 drives the second meshing gear 132 to rotate, and power transmission is performed between the second meshing gear 132 and the motor shaft 131 through matching of the first spline 135 and the second spline.

Wherein, the first spline 135 is fixedly connected with the second meshing gear 132 and can be used as a driving end spline, and the second spline is fixedly connected with the motor rotating shaft 131 and can be used as a driven end spline. When the engine 1 is in actual installation and use, a gap of about 0.1mm exists between the driving end spline and the driven end spline, when the output rotation speed of the engine 1 fluctuates, if the driving end spline drops at the alpha 1 rotation speed, the driven end spline loses power at the moment and drops at the alpha 2 rotation speed due to the existence of internal resistance, and when alpha 1 is more than alpha 2, the meshing surface changes (the driving end spline pushes the driven end spline to the driven end spline), and tooth surface knocking abnormal sound is generated. In this application, through being equipped with the damping seal 134 spaced apart from the spline structure in the cooperation department of motor shaft 131 and second meshing gear 132, through setting up damping seal 134, when the drive end spline rotational speed is undulant (with the speed reduction of α1), because increase damping seal 134 can reduce with the speed of α2, when damping is enough to α1 be less than or equal to α2, the driven end rotation engagement face that is driven by drive end spline all the time can not change, can not produce the abnormal sound of beating this moment to reduce the noise of power drive system 100, wherein, damping seal 134 can be constructed as sealing washer or other annular structures, with the cover locate motor shaft 131 outside.

According to the power driving system 100 provided by the embodiment of the utility model, the damping sealing piece 134 is arranged at the matching position of the motor rotating shaft 131 and the second meshing gear 132, so that the damping force of the damping sealing piece 134 can influence the matching of the spline structure, the problem that the spline structure knocks abnormal sound is avoided, and the NVH performance of the whole vehicle is improved.

In some embodiments, the spline structure comprises a first spline 135 and a second spline, the first spline 135 is arranged on the outer circumferential wall of the motor rotating shaft 131, the second spline is arranged on the inner circumferential wall of the second meshing gear 132, namely, when in actual installation, the second meshing gear 132 is sleeved on the outer circumferential wall of the motor rotating shaft 131, the first spline 135 is fixedly arranged on the outer circumferential wall of the motor rotating shaft 131, the second spline is fixedly arranged on the inner circumferential wall of the second meshing gear 132, so that the circumferential transmission of the motor rotating shaft 131 and the second meshing gear 132 is realized through the press fit of the first spline 135 and the second spline, and the outer circumferential wall of the motor rotating shaft 131 is provided with a damping seal 134 at least one end of the first spline 135.

That is, the number and the positions of the damping seals 134 are relatively flexible, such as one damping seal 134 at one end of the first spline 135, one damping seal 134 at the other end, or the damping seals 134 at both ends of the first spline 135 as shown in fig. 2, so that the structure is flexible and optional, and the design and the installation are facilitated.

Further, the outer peripheral wall of the motor shaft 131 is provided with damping sealing members 134 at two ends of the first spline 135, so that the damping sealing members 134 at two ends can play a damping role, thereby being beneficial to enhancing damping effect, preventing the engagement surface between the driving end spline and the driven end spline from deforming, effectively avoiding the problem of spline knocking, reducing abnormal structural sound and reducing noise.

And, set up the damping seal 134 at the both ends of first spline 135, can make the cooperation position of first spline 135 and second spline be in the relatively confined state, so design, not only do benefit to and guarantee that the lubricating oil of first spline 135 and second spline cooperation department can seal effectively in the cooperation position department of two, and can separate the impact sound that first spline 135 and second spline cooperation department produced, do benefit to the outgoing of noise reduction.

In some embodiments, the number of the damping seals 134 disposed on the outer peripheral wall of the motor shaft 131 at the end of the first spline 135 near the motor 13 is greater than the number of the damping seals 134 disposed on the outer peripheral wall of the motor shaft 131 at the end of the first spline 135 near the motor 13, as shown in fig. 2, the right end of the motor shaft 131 is fixedly connected to the motor 13, i.e., the left end of the first spline 135 is far from the motor 13, the right end of the first spline 135 is near the motor 13, and two damping seals 134 are disposed on the left end of the first spline 135, and one damping seal 134 is disposed on the right end of the first spline 135.

Thus, the damping effect of the left side of the first spline 135 is greater than the damping effect of the right side of the first spline 135, so that the damping effect of the left side of the first spline 135 is better. It can be appreciated that the right end of the motor shaft 131 is fixedly connected with the motor 13, and the right end of the motor shaft 131 is more stable than the left end, i.e. the floating amplitude of the free end of the motor shaft 131 is larger, therefore, by setting the number of the damping sealing members 134 close to the free end of the motor shaft 131 to be greater than the number of the damping sealing members 134 far away from the free end of the motor shaft 131, the damping effects of the two ends of the first spline 135 are relatively balanced, and the impact abnormal sound of the first spline 135 and the second spline can be further caused.

In some embodiments, one of the motor shaft 131 and the second meshing gear 132 is provided with a mounting groove, and the damper seal 134 is mounted in the mounting groove and is pressed against the other of the motor shaft 131 and the second meshing gear 132. That is, in actual design, the mounting groove may be formed in the outer circumferential wall of the motor shaft 131, and the damping seal 134 is mounted in the mounting groove to be in contact with the inner circumferential wall of the second meshing gear 132, or the mounting groove is formed in the inner circumferential wall of the second meshing gear 132, and the damping seal 134 is mounted in the mounting groove and then is pressed against the outer circumferential wall of the motor shaft 131, so that the design and the mounting of the damping structure are realized, and the damping effect of the damping seal 134 is ensured.

In some embodiments, as shown in fig. 2, the mounting groove is formed on the outer peripheral wall of the motor shaft 131, and the damping seal 134 is disposed in the mounting groove and at least partially protrudes from the mounting groove to press against the inner peripheral wall of the second meshing gear 132. In practical design, the depth of the mounting groove may be set to be smaller than the radial thickness of the damping seal 134, so that after the damping seal 134 is mounted in the mounting groove, the radial inner peripheral portion of the damping seal 134 is located in the mounting groove, and the outer peripheral portion of the damping seal 134 extends out of the mounting groove and seals against the inner peripheral wall of the second meshing gear 132, thereby achieving the sealing connection between the motor rotating shaft 131 and the second meshing gear 132 while playing a damping role.

Further, the mounting groove is configured as an annular groove, and the damping seal 134 is configured as an O-ring, the O-ring being sleeved in the mounting groove. In other words, the mounting groove may extend in the circumferential direction at the outer circumferential wall of the motor shaft 131 to form an annular structure, and the O-ring is sleeved in the mounting groove and may play a role in sealing and damping at various positions in the circumferential direction of the motor shaft 131 when actually mounted.

Wherein, with damping seal 134 structure as the annular, not only can realize spacing installation in the axial direction for motor shaft 131, and can realize radial direction's fixed, place O type sealing washer and deviate from in the mounting groove, guarantee damping seal 134's installation stability.

In some embodiments, the damping seals 134 are plural, and the plural damping seals 134 are disposed at intervals in the axial direction of the motor shaft 131, as shown in fig. 2, the damping seals 134 are 3, and the 3 damping seals 134 are disposed at intervals in the axial direction of the motor shaft 131, that is, 2 damping seals 134 are disposed at the left side of the first spline 135, and another 1 damping seal 134 is disposed at the right side of the first spline 135, thereby facilitating enhancement of damping and sealing effects.

In some embodiments, the second meshing gear 132 is rotatably supported within the transmission housing by a support bearing 133, and a damper seal 134 is disposed directly opposite the support bearing 133 in the radial direction of the motor shaft 131. It should be noted that, when the power drive system 100 is designed, a housing is provided at a portion of the transmission, and each transmission shaft and a gear on the transmission shaft are located in the housing, so as to ensure that the engagement position is in a relatively closed space.

In actual installation, the second meshing gear 132 is rotatably supported in the housing by the bearing 133, so that the second meshing gear 132 can rotate more smoothly relative to the housing, as shown in fig. 2, one bearing 133 is respectively disposed at each axial end of the second meshing gear 132, so that both ends of the second meshing gear 132 are stably supported, as shown in fig. 2, the number of damping seals 134 is three, two damping seals 134 are located radially inward of the left bearing 133, and the other is located radially inward of the right bearing 133, so that when the second meshing gear 132 is supported by the bearing 133, part of the acting force can be correspondingly extruded on the damping seals 134, and the damping effect of the damping seals 134 is enhanced.

The utility model further provides a vehicle.

According to the vehicle of the embodiment of the utility model, the power drive system 100 of any one of the above embodiments is provided, as shown in fig. 1, the input shaft 11 includes the inner shaft 113 and the outer shaft 114, the outer shaft 114 is sleeved outside the inner shaft 113, wherein the engine 1 can be in power connection with the inner shaft 113 through a clutch, the first meshing gear 112 is provided on the outer peripheral wall of the inner shaft 113, the motor rotating shaft 131 of the motor 13 is provided with the second meshing gear 132, the second meshing gear 132 is meshed with the first meshing gear 112 for transmission, so that the driving force output by the engine 1 can output power to the outer shaft 114 for output toward the differential 14, or can also output power to the inner shaft 113 for output toward the motor 13.

As shown in fig. 1, the external shaft 114 is provided with two driving gears 111, the power drive system 100 further includes an output shaft 12, the output shaft 12 is provided with two driven gears 121 and respectively engaged with the two driving gears 111 in a one-to-one correspondence, the output shaft 12 is provided with an output gear 122, and the output gear 122 is in power connection with the differential 14. The power driving system 100 further comprises a motor 15, the motor 15 is in power connection with the idler shaft 16, the idler shaft 16 is provided with two transmission gears 161, one transmission gear 161 is in meshed transmission with a motor gear 151 on the motor 15, and the other transmission gear 161 is in power connection with the differential 14, so that multiple working modes can be realized.

Wherein, through set up damping sealing member 134 in motor shaft 131 and the cooperation department of second meshing gear 132, damping sealing member 134's damping force can exert an influence to spline structure's cooperation to avoid appearing spline structure and strike the problem of abnormal sound, promote the NVH performance of whole car.

1. 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.

2. In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.

3. In the description of the present utility model, "plurality" means two or more.

4. In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

5. In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

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. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more 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 power drive system, comprising:

the engine is in power connection with the input shaft, and the input shaft is provided with a first meshing gear;

the motor is in power connection with the motor rotating shaft, a second meshing gear meshed with the first meshing gear is sleeved outside the motor rotating shaft, the motor rotating shaft is in transmission fit with the second meshing gear through a spline structure, and a damping sealing piece spaced apart from the spline structure is arranged at the fit position of the motor rotating shaft and the second meshing gear.

2. The power drive system of claim 1, wherein the spline structure includes a first spline provided to an outer peripheral wall of the motor shaft and a second spline provided to an inner peripheral wall of the second meshing gear, the outer peripheral wall of the motor shaft being provided with the damper seal at least one end of the first spline.

3. The power drive system of claim 2, wherein the peripheral wall of the motor shaft is provided with the damper seal at both ends of the first spline.

4. A power drive system according to claim 3, wherein the number of damper seals provided by the peripheral wall of the motor shaft at an end of the first spline adjacent the motor is greater than the number of damper seals provided by the peripheral wall of the motor shaft at an end of the first spline adjacent the motor.

5. The power drive system of claim 1, wherein one of the motor shaft and the second meshing gear is provided with a mounting groove, and the damping seal is mounted in the mounting groove and is pressed against the other of the motor shaft and the second meshing gear.

6. The power drive system of claim 5, wherein the mounting groove is formed in an outer peripheral wall of the motor shaft, and the damping seal is disposed in the mounting groove and extends at least partially from the mounting groove to abut against an inner peripheral wall of the second meshing gear.

7. The power drive system of claim 5, wherein the mounting groove is configured as an annular groove and the damping seal is configured as an O-ring, the O-ring being sleeved within the mounting groove.

8. The power drive system of claim 1, wherein the damping seals are a plurality of and the plurality of damping seals are disposed at intervals in an axial direction of the motor shaft.

9. The power drive system of claim 1, wherein the second meshing gear is rotatably supported in a housing of the transmission by a support bearing, and the damper seal is disposed directly opposite the support bearing in a radial direction of the motor shaft.

10. A vehicle characterized in that a power drive system as claimed in any one of claims 1-9 is provided.