CN219360811U - Transmission system of vehicle and vehicle - Google Patents
Transmission system of vehicle and vehicle Download PDFInfo
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- CN219360811U CN219360811U CN202320807647.XU CN202320807647U CN219360811U CN 219360811 U CN219360811 U CN 219360811U CN 202320807647 U CN202320807647 U CN 202320807647U CN 219360811 U CN219360811 U CN 219360811U
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Abstract
The utility model provides a transmission system of a vehicle and the vehicle, wherein the transmission system of the vehicle comprises: a differential mechanism having a power output shaft including a first output shaft and a second output shaft, one of the first output shaft and the second output shaft being adapted to be connected with a left wheel of the vehicle and the other being adapted to be connected with a right wheel of the vehicle; the output end of the driving motor is in transmission connection with the differential mechanism, and the central axis of the output end of the driving motor, the central axis of the first output shaft and the central axis of the second output shaft are arranged in a pairwise collinear manner. Therefore, the output end of the driving motor and the power output shaft are coaxially arranged, the driving motor is closer to the center of the transmission system, the structure of the transmission system can be more compact, and compared with the prior art, the driving motor can be prevented from occupying too much radial space of the transmission system, so that the volume of the transmission system can be reduced, and the transmission system is beneficial to being arranged on a vehicle.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a transmission system of a vehicle and the vehicle with the transmission system of the vehicle.
Background
In the related art, in the transmission system of the existing vehicle, the central axis of the output end of the driving motor is parallel to, intersected with or different from the central axis of the power output shaft, and the driving motor is arranged close to the edge of the transmission system, so that the driving motor occupies too large radial space of the transmission system, thereby causing too large volume of the transmission system and being unfavorable for the arrangement of the transmission system on the vehicle.
Disclosure of Invention
In view of this, the present utility model aims to propose a transmission system for a vehicle that can avoid the drive motor occupying too much radial space of the transmission system, so that the volume of the transmission system can be reduced, contributing to the arrangement of the transmission system on the vehicle.
In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:
a transmission system for a vehicle includes: a differential mechanism having a power output shaft including a first output shaft and a second output shaft, one of the first output shaft and the second output shaft being adapted to be connected with a left wheel of the vehicle and the other being adapted to be connected with a right wheel of the vehicle; the output end of the driving motor is in transmission connection with the differential mechanism, and the central axis of the output end of the driving motor, the central axis of the first output shaft and the central axis of the second output shaft are arranged in a two-by-two collinear mode.
In some examples of the present disclosure, the differential mechanism includes a first gear ring, a differential planet carrier, and a first sun gear, the first gear ring is sleeved on the outer side of the first sun gear, the differential planet carrier is located between the first gear ring and the first sun gear and is in transmission connection with both the first gear ring and the first sun gear, the first gear ring is in transmission connection with an output end of the driving motor, the differential planet carrier is connected with the first output shaft, the first sun gear is connected with the second output shaft, and the transmission system is configured such that when the transmission system is not loaded, a rotation speed of the first output shaft is consistent with a rotation speed of the second output shaft.
In some examples of the utility model, the differential planet carrier includes a first planet wheel in meshed connection with the first ring gear, a second planet wheel in meshed connection with the first sun gear, and the first planet wheel in meshed connection with the second planet wheel, and a connecting carrier connecting the first planet wheel and the second planet wheel such that both the first planet wheel and the second planet wheel rotate about a central axis of the transmission system.
In some examples of the utility model, the first output shaft or the differential carrier is provided with a first clutch portion, and the first sun gear or the second output shaft is provided with a second clutch portion, the first clutch portion being adapted to be selectively engaged with or disengaged from the second clutch portion.
In some examples of the utility model, the driveline of the vehicle further comprises: the speed reducing mechanism is connected between the differential mechanism and the driving motor to regulate the power output by the driving motor to the differential mechanism.
In some examples of the present utility model, the central axis of the differential mechanism, the central axis of the output end of the driving motor, and the central axis of the speed reducing mechanism are disposed in line two by two.
In some examples of the present disclosure, the speed reducing mechanism includes a second gear ring, a speed reducing member and a second sun gear, where the second gear ring is sleeved on the outer side of the second sun gear, the speed reducing member is in transmission connection between the second gear ring and the second sun gear, and the speed reducing member is in transmission connection with the differential mechanism, the second gear ring is fixedly disposed in the transmission system, and the second sun gear is in transmission connection with the output end of the driving motor.
In some examples of the utility model, the reduction includes a third planet gear located between and in meshed connection with both the second ring gear and the second sun gear.
In some examples of the present disclosure, the speed reducer includes a fourth planetary gear, a connecting portion, and a fifth planetary gear, where the fourth planetary gear is in meshed connection with the second ring gear, the fifth planetary gear is in meshed connection with the second sun gear, the fourth planetary gear is coaxially disposed with the fifth planetary gear, and the connecting portion is connected between the fourth planetary gear and the fifth planetary gear, where a number of teeth of the fourth planetary gear is smaller than a number of teeth of the second ring gear, and a number of teeth of the fifth planetary gear is larger than a number of teeth of the second sun gear.
Compared with the prior art, the transmission system of the vehicle has the following advantages:
according to the transmission system of the vehicle, the output end of the driving motor is coaxially arranged with the power output shaft, and the driving motor is arranged closer to the center of the transmission system, so that the structure of the transmission system is more compact.
Another object of the utility model is to propose a vehicle.
In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:
a vehicle comprises the transmission system of the vehicle.
The advantages of the vehicle over the prior art are the same as those of the transmission system of the vehicle described above, and are not described in detail herein.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:
FIG. 1 is a schematic diagram of a first embodiment of a transmission system according to an embodiment of the present utility model;
fig. 2 is a schematic diagram of a second embodiment of a transmission system according to an embodiment of the present utility model.
Reference numerals illustrate:
a transmission system 100;
a differential mechanism 10; a power output shaft 101; a first output shaft 102; a second output shaft 103; a first ring gear 104; a differential carrier 105; a first sun gear 106; a first planet 107; a second planet wheel 108; a connection bracket 109; a first clutch part 110; a second clutch part 111;
a drive motor 20; a speed reducing mechanism 30; a second ring gear 301; a speed reducer 302; a second sun gear 303; a third planet 304; a fourth planetary gear 305; a connection portion 306; a fifth planet 307;
a drive shaft 40.
Detailed Description
It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.
The utility model will be described in detail below with reference to the drawings in connection with embodiments.
As shown in fig. 1 and 2, according to the transmission system 100 of the vehicle according to the embodiment of the present utility model, the transmission system 100 is disposed on the vehicle, and the transmission system 100 is configured to transmit power generated by a power device (e.g., a driving motor 20) of the vehicle to wheels of the vehicle after speed regulation, where the power generated by the power device can drive the wheels to rotate, so that the wheels can drive the vehicle to run on a road. Further, the transmission system 100 may be mounted on a pure electric vehicle, or a hybrid vehicle, in particular, the transmission system 100 may be arranged at a front axle or a rear axle of the vehicle, and when the transmission system 100 is arranged at the front axle of the vehicle, the transmission system 100 may distribute power generated by a power plant to front wheels of the vehicle. When the transmission 100 is disposed at the rear axle of the vehicle, the transmission 100 may distribute power generated by the power plant to the rear wheels of the vehicle.
Wherein the transmission system 100 comprises: a differential mechanism 10 and a drive motor 20, the drive motor 20 being adapted to generate power for driving a vehicle to travel on a road, the differential mechanism 10 having a power output shaft 101, the power output shaft 101 comprising a first output shaft 102 and a second output shaft 103, one of the first output shaft 102 and the second output shaft 103 being adapted to be connected to a left wheel of the vehicle and the other being adapted to be connected to a right wheel of the vehicle, that is, the first output shaft 102 being adapted to be connected to a left wheel of the vehicle and the second output shaft 103 being adapted to be connected to a right wheel of the vehicle, or the second output shaft 103 being adapted to be connected to a left wheel of the vehicle and the first output shaft 102 being adapted to be connected to a right wheel of the vehicle, an output of the drive motor 20 being in driving connection with the differential mechanism 10, the power generated by the drive motor 20 being able to be distributed to the first output shaft 102 and the second output shaft 103 by the differential mechanism 10, whereby the power is able to be transmitted to the left wheel and the right wheel of the vehicle by the first output shaft 102 and the second output shaft 103, the left wheel of the vehicle being able to drive the vehicle together on the road.
The output end of the drive motor 20 is connected to the differential mechanism 10 in a transmission manner, and the center axis of the output end of the drive motor 20, the center axis of the first output shaft 102, and the center axis of the second output shaft 103 are disposed in line with each other. That is, the output end of the driving motor 20, the first output shaft 102 and the second output shaft 103 may be coaxially disposed, and compared with the arrangement in which the central axis of the output end of the driving motor 20 is parallel to, intersecting with or different from the central axis of the power output shaft 101, the coaxial arrangement of the output end of the driving motor 20 and the power output shaft 101 may avoid the staggered arrangement of the driving motor 20 and the power output shaft 101 along the radial direction of the transmission system 100, so that the driving motor 20 may occupy too much radial space of the transmission system 100, the structure of the transmission system 100 may be more compact, and the transmission system 100 may be conveniently mounted on a vehicle.
In some embodiments of the present utility model, as shown in fig. 1 and 2, the differential mechanism 10 includes a first gear ring 104, a differential planet carrier 105 and a first sun gear 106, where the first gear ring 104 is sleeved on the outer side of the first sun gear 106, and in some preferred embodiments, the first gear ring 104 and the first sun gear 106 may be coaxially arranged, and relative rotation may be generated between the first sun gear 106 and the first gear ring 104. And, the inside of first ring gear 104 has the teeth, the outside of first sun gear 106 has the teeth, differential carrier 105 is located between first ring gear 104 and first sun gear 106 and all drive connection with first ring gear 104 and first sun gear 106, concretely, the outside of differential carrier 105 is equipped with gear structure, differential carrier 105 can mesh between and be connected with first ring gear 104, and differential carrier 105 can mesh between and be connected with first sun gear 106, differential carrier 105 can rotate relative to first ring gear 104, and differential carrier 105 can rotate relative to first sun gear 106, further, differential carrier 105 can rotate around differential mechanism 10's central axis, torque that driving motor 20 produced can be transmitted between speed reducer 302 and second ring gear 301, speed reducer 302 and second sun gear 303.
The first ring gear 104 is in driving connection with the output end of the driving motor 20, the power generated by the driving motor 20 can be input to the differential mechanism 10 through the first ring gear 104, the differential carrier 105 is connected with the first output shaft 102, the first sun gear 106 is connected with the second output shaft 103, the first ring gear 104 is in driving connection with the differential carrier 105, the power transmitted to the first ring gear 104 can be input to the differential carrier 105, and the differential carrier 105 can distribute part of the power to one side wheel of the vehicle through the differential carrier 105 and the first output shaft 102 in sequence. And, through making first sun gear 106 and differential planet carrier 105 transmission connection, the other part power of input to differential planet carrier 105 can be conducted to first sun gear 106, and the power of input to first sun gear 106 can be distributed to the opposite side wheel of vehicle through first sun gear 106, second output shaft 103 in proper order, and consequently, both sides wheel of vehicle can obtain power, and the wheel of vehicle both sides can drive the vehicle and travel.
Further, the transmission system 100 is configured such that the rotation speed of the first output shaft 102 is identical to the rotation speed of the second output shaft 103 when not loaded, and by making the rotation speed of the first output shaft 102 identical to the rotation speed of the second output shaft 103, the power obtained by the wheels on both sides of the vehicle when the transmission system 100 is not loaded is identical, when the vehicle is running on a straight road, the power obtained by the wheels on both sides of the vehicle is identical, so that the vehicle can be prevented from running to the other side due to excessive power of the wheels on one side of the vehicle, thereby the vehicle can be kept to run straight, and the driving experience of the vehicle can be improved. In addition, when the rotation speeds of the wheels at the two sides of the vehicle are different (for example, the vehicle turns), the rotation speed of the differential planet carrier 105 around the central axis of the differential mechanism 10 and the rotation speed of the first sun gear 106 around the central axis of the differential mechanism 10 are self-regulated to proper rotation speeds, so that the damage of the transmission system 100 caused by the different rotation speeds of the wheels at the two sides of the vehicle can be avoided, the driving experience of the vehicle can be improved, and the working stability of the transmission system 100 can also be improved.
In some embodiments of the present utility model, as shown in fig. 1 and 2, the differential carrier 105 includes a first planetary gear 107, a second planetary gear 108, and a connection carrier 109, where the first planetary gear 107 is in meshed connection with the first ring gear 104, i.e., the first planetary gear 107 is capable of transmitting power between the first ring gear 104, the second planetary gear 108 is in meshed connection with the first sun gear 106, i.e., the second planetary gear 108 is capable of transmitting power between the first sun gear 106, and the first planetary gear 107 is in meshed connection with the second planetary gear 108, i.e., the first planetary gear 107 is capable of transmitting power between the second planetary gear 108. The connection carrier 109 connects the first planetary gear 107 and the second planetary gear 108 such that both the first planetary gear 107 and the second planetary gear 108 rotate about the central axis of the transmission system 100. By arranging the first planetary gear 107 and the second planetary gear 108 between the first sun gear 106 and the first ring gear 104, the first planetary gear 107 and the second planetary gear 108 cooperate to enable the sum of the rotational speed of the first output shaft 102 and the rotational speed of the second output shaft 103 to be equal to twice the rotational speed of the first ring gear 104, and the torque output to the first output shaft 102 is consistent with the torque output to the second output shaft 103, so that the technical effect that the power generated by the driving motor 20 is evenly divided into wheels on two sides of the vehicle by the transmission system 100 can be achieved. In addition, the first planetary gear 107 and the second planetary gear 108 are connected by the connection carrier 109, so that the first planetary gear 107 and the second planetary gear 108 can be prevented from being separated from the first sun gear 106 and the first ring gear 104, and the working stability of the transmission system 100 can be improved.
In some embodiments of the present utility model, as shown in fig. 1 and 2, the first output shaft 102 or the differential carrier 105 may be provided with a first clutch portion 110, and the first sun gear 106 or the second output shaft 103 may be provided with a second clutch portion 111, and the first clutch portion 110 is adapted to be selectively engaged with or disengaged from the second clutch portion 111. Wherein a user can control the first clutch part 110 to be selectively engaged with or disengaged from the second clutch part 111 in the vehicle. When the first clutch portion 110 is engaged with the second clutch portion 111, under the action of friction force between the first clutch portion 110 and the second clutch portion 111, the first output shaft 102 and the second output shaft 103 can distribute torque with the same magnitude, and when the vehicle falls into a muddy road or runs on an ice-snow road, the magnitudes of the torques obtained by the wheels at the two sides of the vehicle are consistent, so that the vehicle is helped to get rid of the trouble, and driving experience of the vehicle can be improved.
In some embodiments of the present utility model, as shown in fig. 1 and 2, the transmission system 100 may further include: and a speed reducing mechanism 30, wherein the speed reducing mechanism 30 is connected between the differential mechanism 10 and the driving motor 20 to regulate the power output from the driving motor 20 to the differential mechanism 10. Specifically, the reduction mechanism 30 can reduce the speed and increase the moment of the power output from the drive motor 20 to the differential mechanism 10, so that the driving force output from the transmission system 100 to the wheels can be increased, the dynamic performance of the vehicle can be improved, the vehicle can be further allowed to pass through the road surface of a complex terrain, and the acceleration and climbing performance of the vehicle can be improved.
In some embodiments of the present utility model, as shown in fig. 1 and 2, the central axis of the differential mechanism 10, the central axis of the output end of the drive motor 20, and the central axis of the reduction mechanism 30 are disposed in line two by two. It may also be understood that, when the central axis of the differential mechanism 10, the central axis of the output end of the driving motor 20, and the central axis of the speed reducing mechanism 30 are all coaxially arranged, the arrangement of the differential mechanism 20, the differential mechanism 10, and the speed reducing mechanism 30 can avoid that any two of the driving motor 20, the differential mechanism 10, and the speed reducing mechanism 30 are arranged in a staggered manner along the radial direction of the transmission system 100, so that the volume of the transmission system 100 can be further reduced, and the difficulty of arranging the transmission system 100 on a vehicle can be reduced.
In some embodiments of the present utility model, as shown in fig. 1 and 2, the speed reducing mechanism 30 includes a second gear ring 301, a speed reducing member 302 and a second sun gear 303, where the second gear ring 301 is sleeved on the outer side of the second sun gear 303, and in some preferred embodiments, the second gear ring 301 and the second sun gear 303 may be coaxially arranged, and relative rotation may be generated between the second sun gear 303 and the second gear ring 301. And, the inside of second ring gear 301 has the teeth, the outside of second sun gear 303 has the teeth, the driving motor 302 is connected between second ring gear 301 and second sun gear 303 in a driving way, and driving motor 302 has the gear structure, namely between driving motor 302 and second ring gear 301, between driving motor 302 and second sun gear 303 can all be through the meshing connection of gear structure, driving motor 302 can rotate relative to second ring gear 301, driving motor 302 can rotate relative to second sun gear 303, further, driving motor 302 can rotate around the central axis of reduction gear 30, the torque that driving motor 20 produced can be conducted between driving motor 302 and second ring gear 301, between driving motor 302 and second sun gear 303.
In addition, the second gear ring 301 is fixedly disposed in the transmission system 100, that is, the position of the second gear ring 301 in the transmission system 100 is fixed, so that the reduction member 302 and the second sun gear 303 are in transmission connection with a fixed transmission ratio, that is, the reduction member 302 and the second sun gear 303 cooperate to enable the transmission system 100 to reduce and increase torque of the power output from the driving motor 20 to the differential mechanism 10 in the fixed transmission ratio, so that the torque output from the transmission system 100 to the wheels is easy to control. The reduction gear 302 is in driving connection with the differential mechanism 10, specifically, as shown in fig. 1 and 2, the differential mechanism 10 and the reduction gear 302 can be connected by a transmission shaft 40, the central axis of the transmission shaft 40 is collinearly with the central axis of the differential mechanism 10 and the central axis of the reduction gear 30, that is, the transmission shaft 40 can rotate around the central axis of the differential mechanism 10, and the transmission shaft 40 can rotate around the central axis of the reduction gear 30, so that power does not need to be reversed in the process of being transmitted from the differential mechanism 10 to the reduction gear 30, thereby reducing the loss of power between the differential mechanism 10 and the reduction gear 30, and simultaneously realizing the technical effect of coaxial arrangement of the differential mechanism 10 and the reduction gear 30. One end of the transmission shaft 40 may be connected to the differential mechanism 10, the other end of the transmission shaft 40 may be connected to the first ring gear 104, the second sun gear 303 may be connected to the output end of the driving motor 20 in a driving manner, the power generated by the driving motor 20 may be input to the reduction mechanism 30 through the second sun gear 303, by engaging the second sun gear 303 with the reduction member 302, the power input to the second sun gear 303 completes the reduction and torque increase during the transmission from the second sun gear 303 to the reduction member 302, so that the reduction member 302 may output the reduced and torque increased power to the differential mechanism 10.
In some embodiments of the utility model, as shown in fig. 1, the reduction 302 comprises a third planet wheel 304, the third planet wheel 304 being located between the second ring gear 301 and the second sun gear 303 and being in meshed connection with both the second ring gear 301 and the second sun gear 303. In some specific embodiments, the number of teeth of the third planetary gear 304 is greater than the number of teeth of the second sun gear 303, so that when the power generated by the driving motor 20 is transmitted from the second sun gear 303 to the third planetary gear 304, the power can complete speed reduction and torque increase, and thus the speed reduction mechanism 30 can input power with proper torque and rotation speed to the differential mechanism 10.
In other examples of the utility model, as shown in fig. 2, the reduction member 302 may include a fourth planetary gear 305, a connection portion 306 and a fifth planetary gear 307, the fourth planetary gear 305 is in engagement with the second ring gear 301, the fifth planetary gear 307 is in engagement with the second sun gear 303, the fourth planetary gear 305 is coaxially disposed with the fifth planetary gear 307, the connection portion 306 is connected between the fourth planetary gear 305 and the fifth planetary gear 307, and in some preferred embodiments, a central axis of the connection portion 306 and a central axis of the second sun gear 303 may be disposed in parallel to reduce wear of the connection portion 306 when moving between the fourth planetary gear 305 and the fifth planetary gear 307. The number of teeth of the fourth planetary gear 305 is smaller than that of the second ring gear 301, and the number of teeth of the fifth planetary gear 307 is larger than that of the second sun gear 303. When the power generated by the driving motor 20 is transmitted from the second sun gear 303 to the fourth planetary gear 305, the power can complete speed reduction and torque increase, and after the fourth planetary gear 305 is transmitted to the fifth planetary gear 307, the power can further realize speed reduction and torque increase, so that the transmission system 100 can regulate the power in an ideal transmission ratio, and the speed reduction mechanism 30 can further input the power with proper torque and rotation speed to the differential mechanism 10.
According to the vehicle according to the embodiment of the present utility model, including the transmission system 100 according to the above embodiment, the transmission system 100 is disposed on the vehicle, and by coaxially disposing the output end of the driving motor 20 of the transmission system 100 and the power output shaft 101 of the transmission system 100, the driving motor 20 is disposed closer to the center of the transmission system 100, so that the structure of the transmission system 100 can be made more compact, and compared with the prior art, the driving motor 20 can be prevented from occupying too much radial space of the transmission system 100, so that the volume of the transmission system 100 can be reduced, and the transmission system 100 can be disposed on the vehicle.
The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.
Claims (10)
1. A transmission system of a vehicle, characterized by comprising:
-a differential mechanism (10), the differential mechanism (10) having a power output shaft (101), the power output shaft (101) comprising a first output shaft (102) and a second output shaft (103), one of the first output shaft (102) and the second output shaft (103) being adapted to be connected with a left wheel of the vehicle and the other being adapted to be connected with a right wheel of the vehicle;
the driving motor (20), the output of driving motor (20) with differential mechanism (10) transmission is connected, just the central axis of the output of driving motor (20) the central axis of first output shaft (102) the central axis of second output shaft (103) two liang sets up.
2. The transmission system of a vehicle according to claim 1, characterized in that the differential mechanism (10) comprises a first gear ring (104), a differential planet carrier (105) and a first sun gear (106), the first gear ring (104) being arranged on the outside of the first sun gear (106), the differential planet carrier (105) being arranged between the first gear ring (104) and the first sun gear (106) and being in transmission connection with both the first gear ring (104) and the first sun gear (106), the first gear ring (104) being in transmission connection with the output of the drive motor (20), the differential planet carrier (105) being connected with the first output shaft (102), the first sun gear (106) being connected with the second output shaft (103), wherein the transmission system (100) is configured such that the rotational speed of the first output shaft (102) coincides with the rotational speed of the second output shaft (103) when unloaded.
3. The transmission system of a vehicle according to claim 2, characterized in that the differential carrier (105) comprises a first planet wheel (107), a second planet wheel (108) and a connecting carrier (109), the first planet wheel (107) being in meshed connection with the first ring gear (104), the second planet wheel (108) being in meshed connection with the first sun wheel (106), and the first planet wheel (107) being in meshed connection with the second planet wheel (108), the connecting carrier (109) connecting the first planet wheel (107) and the second planet wheel (108) such that both the first planet wheel (107) and the second planet wheel (108) rotate around a central axis of the transmission system (100).
4. A transmission system for a vehicle according to claim 3, characterized in that the first output shaft (102) or the differential carrier (105) is provided with a first clutch part (110), the first sun gear (106) or the second output shaft (103) is provided with a second clutch part (111), the first clutch part (110) being adapted to selectively engage or disengage with the second clutch part (111).
5. The transmission system of a vehicle according to claim 1, characterized by further comprising: and the speed reducing mechanism (30) is connected between the differential mechanism (10) and the driving motor (20) to regulate the power output by the driving motor (20) to the differential mechanism (10).
6. The transmission system of a vehicle according to claim 5, characterized in that the center axis of the differential mechanism (10), the center axis of the output end of the drive motor (20), and the center axis of the reduction mechanism (30) are disposed in line two by two.
7. The transmission system of a vehicle according to claim 5, wherein the reduction mechanism (30) comprises a second gear ring (301), a reduction member (302) and a second sun gear (303), the second gear ring (301) is sleeved on the outer side of the second sun gear (303), the reduction member (302) is in transmission connection between the second gear ring (301) and the second sun gear (303), the reduction member (302) is in transmission connection with the differential mechanism (10), the second gear ring (301) is fixedly arranged in the transmission system (100), and the second sun gear (303) is in transmission connection with the output end of the driving motor (20).
8. The transmission system of a vehicle according to claim 7, characterized in that the reduction (302) comprises a third planetary wheel (304), which third planetary wheel (304) is located between the second ring gear (301) and the second sun gear (303) and is in meshing connection with both the second ring gear (301) and the second sun gear (303).
9. The transmission system of a vehicle according to claim 7, characterized in that the reduction member (302) includes a fourth planetary gear (305), a connecting portion (306) and a fifth planetary gear (307), the fourth planetary gear (305) is in meshed connection with the second ring gear (301), the fifth planetary gear (307) is in meshed connection with the second sun gear (303), the fourth planetary gear (305) is coaxially arranged with the fifth planetary gear (307), the connecting portion (306) is connected between the fourth planetary gear (305) and the fifth planetary gear (307), wherein the number of teeth of the fourth planetary gear (305) is smaller than the number of teeth of the second ring gear (301), and the number of teeth of the fifth planetary gear (307) is larger than the number of teeth of the second sun gear (303).
10. A vehicle characterized by comprising a transmission system of a vehicle according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320807647.XU CN219360811U (en) | 2023-04-12 | 2023-04-12 | Transmission system of vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320807647.XU CN219360811U (en) | 2023-04-12 | 2023-04-12 | Transmission system of vehicle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219360811U true CN219360811U (en) | 2023-07-18 |
Family
ID=87117360
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320807647.XU Active CN219360811U (en) | 2023-04-12 | 2023-04-12 | Transmission system of vehicle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219360811U (en) |
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2023
- 2023-04-12 CN CN202320807647.XU patent/CN219360811U/en active Active
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