WO2018014481A1 - Automobile and transmission system thereof - Google Patents

Abstract

An automobile and a transmission system (100) thereof. The transmission system comprises: a motor (10), comprising a first output shaft (11) and a second output shaft (12); a deceleration mechanism, comprising a first power input end, a second power input end, a first power output end and a second power output end, wherein the first power input end is connected to the first output shaft (11) and the second power input end is connected to the second output shaft (12); and a differential mechanism (30), comprising a third power input end, a fourth power input end, a third power output end and a fourth output end, wherein the third power input end is connected to the first power output end, the fourth power input end is connected to the second power output end, and the third power output end and the fourth power output end are for respectively connecting to wheels.

Description

Automobile and its transmission system Technical field

The present invention relates to the field of automotive technology, and in particular to an automobile and a transmission system thereof.

Background technique

In the related art, the transmission system on the electric vehicle is usually driven by a motor, and the shaft extension end of the motor is connected with the speed reducer, and the speed reducer is finally connected with the differential and drives the two half shafts to drive the wheels on both sides of the vehicle. . The torque of the drive motor of the above structure is provided by the output shaft located on one side, the strength requirement of the output shaft and the requirements of the reducer are very high, and the power and torque of the whole system cannot be too much affected by the mechanical strength and the processing technology. High, otherwise it will increase costs significantly.

In order to reduce the requirements on the motor output shaft and reducer, it is generally implemented by a distributed drive method, that is, using two or more motors to drive the vehicle. However, when driving with multiple motors, the difficulty of the motor control system is greatly increased, and the use of multiple controllers also greatly increases the cost.

Summary of the invention

The present invention aims to solve at least one of the technical problems in the related art to some extent. To this end, the present invention proposes a transmission system that is less expensive, has higher load capacity and power output capability.

The invention also proposes a motor vehicle having the transmission system.

A transmission system for an automobile according to an embodiment of the first aspect of the present invention includes: a motor having a first output shaft and a second output shaft; and a speed reduction mechanism having a first power input end and a second power input a first power input end and a second power output end, the first power input end is coupled to the first output shaft, the second power input end is coupled to the second output shaft; and a differential The differential has a third power input end, a fourth power input end, a third power output end, and a fourth power output end, and the third power input end is connected to the first power output end, The fourth power input end is connected to the second power output end, and the third power output end and the fourth power output end are respectively used for connecting with the wheel.

The transmission system of an automobile according to an embodiment of the present invention is not only low in cost but also has high load capacity and power output capability.

According to some embodiments of the present invention, the speed reduction mechanism includes two multi-stage gear transmission mechanisms symmetrically distributed at two ends of the motor, and the reduction ratios of the two multi-stage gear transmission mechanisms are the same, and one of the gear transmission mechanisms is formed One move The force input end and the first power output end, and the other of the gear transmission mechanisms are formed with the second power input end and the second power output end.

According to some embodiments of the present invention, each of the multi-stage gear transmission mechanisms includes a first-stage gear pair to an N-th gear pair that are sequentially connected, each gear pair including an intermeshing driving gear and a driven gear, phase The two-stage gear pair is centered, the driven gear of the lower gear pair and the driving gear of the higher gear pair are connected by the transmission shaft; the driving gears of the first gear pair of the two multi-stage gear transmission mechanisms Formed as the first power input end and the second power input end respectively, the driven gears of the Nth gear pair of the two multi-stage gear transmission mechanisms are respectively formed as the first power output end and the Said second power output, wherein N ≥ 2.

According to some embodiments of the invention, the drive gears of the Nth gear pair of the two multi-stage gear trains are coaxially disposed and coupled together by a drive shaft.

According to some embodiments of the invention, the drive gear and the driven gear of each gear pair are both cylindrical gears.

According to some embodiments of the invention, the differential is located between two of the multi-stage gearing mechanisms and is centrally disposed.

According to some embodiments of the present invention, the differential includes: a housing; a planetary carrier on which the third power input end and the fourth power input end are formed, the planetary carrier pivoting Connected to the housing; a planetary bevel gear pivotally coupled to the planet carrier; and a driven bevel gear pivotally coupled to the housing The casing is meshed with the planetary bevel gear, and the driven bevel gear is formed as the third power output end and the fourth power output end.

According to some embodiments of the present invention, the number of the planetary bevel gears and the driven bevel gears is two, and the pivot axes of the two planetary bevel gears are perpendicular to the pivot axes of the planetary carrier, The driven bevel gears are oppositely disposed and two of the planetary bevel gears are oppositely disposed, and each of the planetary bevel gears is respectively meshed with two driven bevel gears, and each of the driven bevel gears and the two are respectively The planetary bevel gears mesh.

According to some embodiments of the invention, the third power input end and the fourth power input end are symmetrically distributed with respect to a pivot axis of the planetary bevel gear.

An automobile according to an embodiment of the second aspect of the present invention includes the transmission system.

The additional aspects and advantages of the invention will be set forth in part in the description which follows.

DRAWINGS

1 is a schematic view of a transmission system of a vehicle according to an embodiment of the present invention.

2 is a schematic diagram of an output shaft of a motor of a transmission system of a vehicle according to an embodiment of the present invention.

Reference mark:

Transmission system 100, motor 10, first output shaft 11, second output shaft 12, output shaft 13, external spline 131, bearing mounting portion 132, multi-stage gear transmission mechanism 21, first stage gear pair 211, second stage Gear pair 212, third stage gear pair 213, drive shaft 22, differential 30, housing 31, planet carrier 32, planet bevel gear 33, driven bevel gear 34, half shaft 40.

detailed description

The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are intended to be illustrative of the invention and are not to be construed as limiting.

A transmission system 100 for an automobile according to an embodiment of the present invention will be described in detail below with reference to FIGS. 1 and 2.

As shown in FIG. 1, a transmission system 100 for an automobile according to an embodiment of the first aspect of the present invention includes a motor 10, a speed reduction mechanism, and a differential 30.

The motor 10 has a first output shaft 11 and a second output shaft 12. The speed reduction mechanism has a first power input end, a second power input end, a first power output end and a second power output end, and the first power input end and the first power input end The output shaft 11 is connected, and the second power input end is connected to the second output shaft 12. The differential 30 has a third power input end, a fourth power input end, a third power output end and a fourth power output end, the third power input end is connected to the first power output end, and the fourth power input end is second The power output ends are connected, and the third power output end and the fourth power output end are respectively connected to the wheels.

The transmission system 100 of an automobile according to an embodiment of the present invention has the following advantages:

(1) The large driving torque generated by the motor 10 is evenly distributed to the first output shaft 11 and the second output shaft 12, which greatly reduces the load of the transmission shaft 22, improves the safety factor of the system, and reduces the size of the shaft of the motor 10. The utility model not only reduces the cost, but also functions to improve the power density and the torque density of the motor 10, and also reduces the moment of inertia of the motor 10, and improves the load capacity and power output capability of the transmission system 100.

(2) The closer the motor 10 of the conventional single-shaft extension output is to the output end side, the heavier the load on the shaft, and the non-shaft-extending end side has almost no load. In the embodiment of the present invention, the loads acting on the output shafts 13 at both ends of the motor 10 are the same or similar, which serves to make full use of the strength of the shaft.

According to some embodiments of the present invention, the speed reduction mechanism includes two multi-stage gear transmission mechanisms 21 symmetrically distributed at both ends of the motor 10. The reduction ratios of the two multi-stage gear transmission mechanisms 21 are the same, and one of the gear transmission mechanisms is formed first. The power input end and the first power output end are formed with a second power input end and a second power output end on the other gear transmission mechanism.

Thereby, the mechanical power transmitted from the motor 10 to the wheel is transmitted to the speed reduction mechanism in two parts, and the two multi-stage gear transmission mechanisms 21 each bear only half of the power, reducing the strength of the gear and the transmission shaft 22 inside the gear transmission mechanism. Claim.

It will be understood by those skilled in the art that the speed reduction mechanism is not limited to the above-described multi-stage gear transmission mechanism 21, and may be other transmission mechanisms capable of realizing power transmission of a preset reduction ratio, such as a belt transmission mechanism.

In some embodiments, each multi-stage gearing mechanism 21 includes a first-stage gear pair to an N-th gear pair that are sequentially connected, each gear pair including an intermeshing drive gear and a driven gear, adjacent two stages In the gear centering, the driven gear of the lower gear pair and the drive gear of the higher gear pair are connected by the transmission shaft 22.

The driving gears of the first stage gear pair of the two multi-stage gear transmission mechanisms 21 are respectively formed as a first power input end and a second power input end, and the driven gears of the Nth stage gear pair of the two multi-stage gear transmission mechanisms 21 Formed as a first power output end and a second power output end, respectively, wherein N≥2.

Thereby, the powers of the first output shaft 11 and the second output shaft 12 of the motor 10 are respectively transmitted to the differential 30 through the two multi-stage gear transmission mechanisms 21, and finally the corresponding wheels are rotated, and the structure is simple and compact, and the arrangement is reasonable. .

In the particular embodiment illustrated in FIG. 1, the two multi-stage gearing mechanisms 21 each include a first stage gear pair 211, a second stage gear pair 212, and a third stage gear pair 213 that are sequentially coupled. The driving gear of the first stage gear pair 211 of one of the multi-stage gear transmissions 21 is connected to the first output shaft 11 of the motor 10, the driven gear of the third stage gear pair 213 and the third power input of the differential 30 End connection. Similarly, the driving gear of the first stage gear pair 211 of the other multi-stage gear transmission mechanism 21 is connected to the second output shaft 12 of the motor 10, and the driven gear of the third stage gear pair 213 and the differential gear 30 Four power inputs are connected. Further, in each of the multi-stage gear transmission mechanisms 21, the first stage gear pair 211, the second stage gear pair 212, and the third stage gear pair 213 are sequentially distributed from the outer to the inner side in the axial direction of the output shaft 13.

Thus, the power is transmitted to the differential 30 and the wheel in two paths: the power of the motor 10 is sequentially transmitted to the first stage gear pair 211 and the second stage gear pair of one of the multi-stage gear transmission mechanisms 21 via the first output shaft 11 212. The third stage gear pair 213 is then transmitted to the differential 30 and drives the wheel to rotate; at the same time, the power of the motor 10 is sequentially transmitted to the first stage gear pair of the other multi-stage gear transmission 21 via the second output shaft 12. 211. The second stage gear pair 212, the third stage gear pair 213, is then transmitted to the differential 30 and ultimately drives the wheel to rotate.

In some embodiments, the drive gears of the Nth gear pair of the two multi-stage gearing mechanisms 21 are coaxially disposed and coupled together by a drive shaft 22. Thereby, the structural strength and load capacity of the entire transmission system 100 are improved.

In the embodiment shown in Figure 1, the drive gear and the driven gear of each gear pair are cylindrical gears. In other words, the drive shafts 22 of the respective gear pairs are parallel to each other. Those skilled in the art can understand that the present invention is not limited thereto, and the driving gear and the driven gear of each gear pair may also be bevel gears.

As a preferred embodiment, the differential 30 is located between the two multi-stage gearing mechanisms 21 and is centrally disposed. Thus, the differential 30 is located in the middle of the system, and the two half shafts 40 can be conveniently dimensioned to improve the balance of the driving torque of the wheels on both sides, and the smoothness of the transmission system 100 is increased.

In the particular embodiment illustrated in FIG. 1, the differential 30 includes a housing 31, a planet carrier 32, a planet bevel gear 33, and a driven bevel gear 34. A third power input end and a fourth power input end are formed on the planetary carrier 32, and the planetary carrier 32 is pivotally coupled to the housing 31, the planetary bevel gear 33 is pivotally coupled to the planet carrier 32, and the driven bevel gear 34 is pivotally coupled to the housing 31 and meshes with the planetary bevel gear 33 The driven bevel gear 34 is formed as a third power output end and a fourth power output end.

Further, the number of the planetary bevel gear 33 and the driven bevel gear 34 is two, the pivot axes of the two planetary bevel gears 33 are perpendicular to the pivot axes of the planetary carrier 32, and the two driven bevel gears 34 are oppositely disposed. Two planetary bevel gears 33 are disposed opposite each other, and each of the planetary bevel gears 33 meshes with two driven bevel gears 34, and each of the driven bevel gears 34 meshes with the two planetary bevel gears 33, respectively. Specifically, the two driven bevel gears 34 are respectively coupled to the wheels on both sides by the drive half shaft 40.

When the vehicle is traveling straight, the planetary carrier 32 of the differential 30 rotates, causing the planetary bevel gears 33 to revolve together, and there is no speed difference between the wheels on both sides. When the vehicle turns, the planetary carrier 32 of the differential 30 rotates, and the planetary bevel gear 33 not only revolves with the planetary carrier 32, but also self-transmits around its own pivot axis, thereby achieving differential adjustment of the wheels on both sides.

Advantageously, the third power input and the fourth power input are symmetrically distributed with respect to the pivot axis of the planetary bevel gear 33. Thereby, the power input of the differential 30 is more balanced, and the overall transmission of the transmission system 100 is smoother.

Further, as shown in FIG. 2, specifically, the first output shaft 11 and the second output shaft 12 may be an output shaft 13, that is, integrally formed. The intermediate portion of the output shaft 13 is for mounting a rotor punch, and the two ends extend out of the housing 31 of the motor 10 to form a first output shaft 11 and a second output shaft 12, respectively, a first output shaft 11 and a second output shaft 12. Each has a bearing mounting portion 132 for mounting a bearing. The housing 31 of the motor 10 is provided with a bearing chamber for supporting and fixing the bearing. The first output shaft 11 and the second output shaft 12 are further provided with a speed reducing mechanism. The connected external splines 131 are provided with internal splines for mating with the external splines 131.

An automobile according to an embodiment of the second aspect of the present invention includes the transmission system 100 of the above embodiment. The automobile structure adopting the above transmission system 100 is more compact, lower in cost, less in noise, and higher in safety.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", " After, "Left", "Right", "Vertical", "Horizontal", "Top", "Bottom", "Inside", "Outside", "Clockwise", "Counterclockwise", "Axial", The orientation or positional relationship of the "radial", "circumferential" and the like is based on the orientation or positional relationship shown in the drawings, and is merely for convenience of description of the present invention and simplified description, and does not indicate or imply the indicated device or component. It must be constructed and operated in a particular orientation, and is not to be construed as limiting the invention.

Moreover, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining "first" and "second" may include one or more of the features either explicitly or implicitly. In the description of the present invention, the meaning of "a plurality" is two or more unless specifically and specifically defined.

In the present invention, the terms "installation", "connected", "connected", "fixed", etc., unless otherwise specifically defined and defined. The term should be understood broadly, for example, it can be a fixed connection, a detachable connection, or an integral; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, which can be The internal connection of two components or the interaction of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.

In the present invention, the first feature "on" or "under" the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact. Moreover, the first feature "above", "above" and "above" the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature. The first feature "below", "below" and "below" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

In the description of the present specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. A structure, material or feature is included in at least one embodiment or example of the invention. In the present specification, the schematic representation of the above terms is not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, various embodiments or examples described in the specification, as well as features of various embodiments or examples, may be combined and combined.

Although the embodiments of the present invention have been shown and described, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the invention. The embodiments are subject to variations, modifications, substitutions and variations.

Claims (10)

A transmission system for an automobile, comprising: a motor having a first output shaft and a second output shaft; a speed reduction mechanism having a first power input end, a second power input end, a first power output end, and a second power output end, wherein the first power input end is coupled to the first output shaft, a second power input end coupled to the second output shaft; a differential having a third power input end, a fourth power input end, a third power output end, and a fourth power output end, wherein the third power input end is connected to the first power output end The fourth power input end is connected to the second power output end, and the third power output end and the fourth power output end are respectively used for connecting with the wheel. A transmission system for a vehicle according to claim 1, wherein said speed reduction mechanism comprises two multi-stage gear transmission mechanisms symmetrically distributed at both ends of the motor, and the reduction ratios of the two multi-stage gear transmission mechanisms are the same, one of the gears The first power input end and the first power output end are formed on the transmission mechanism, and the second power input end and the second power output end are formed on the other of the gear transmission mechanisms. A transmission system for a vehicle according to claim 2, wherein Each of the multi-stage gear transmission mechanisms includes a first-stage gear pair to an N-th gear pair that are sequentially connected, wherein N≥2, each gear pair includes an intermeshing driving gear and a driven gear, and two adjacent stages Gear pairing, the driven gear of the lower gear pair and the driving gear of the higher gear pair are connected by the transmission shaft; The driving gears of the first stage gear pair of the two multi-stage gear transmissions are respectively formed as the first power input end and the second power input end, and the Nth stages of the two multi-stage gear transmission mechanisms The driven gears of the pair of gears are formed as the first power output end and the second power output end, respectively. The transmission system of an automobile according to claim 3, wherein the driving gears of the N-th gear pair of the two-stage multi-stage gear transmission are coaxially disposed and connected together by a transmission shaft. A transmission system for a vehicle according to claim 3, wherein said driving gear and said driven gear of each gear pair are cylindrical gears. A transmission system for a vehicle according to any one of claims 2 to 5, wherein the differential is located between the two of the multi-stage gear transmissions and is centrally disposed. A transmission system for a vehicle according to any one of claims 1 to 5, wherein the differential comprises: case; a planetary carrier on which the third power input end and the fourth power input end are formed, the planetary carrier being pivotally coupled to the housing; a planetary bevel gear pivotally coupled to the planet carrier; a driven bevel gear pivotally coupled to the housing and meshing with the planetary bevel gear The driven bevel gear is formed as the third power output end and the fourth power output end. The transmission system of a vehicle according to claim 7, wherein the number of the planetary bevel gears and the driven bevel gears is two, and the pivot axes of the two planetary bevel gears and the planetary gears The pivot axes of the frame are perpendicular to each other, the two driven bevel gears are oppositely disposed and the two planetary bevel gears are oppositely disposed, and each of the planetary bevel gears respectively meshes with two driven bevel gears, each of the The driven bevel gears mesh with the two planetary bevel gears, respectively. A transmission system for a vehicle according to claim 7, wherein said third power input end and said fourth power input end are symmetrically distributed with respect to a pivot axis of said planetary bevel gear. A vehicle characterized by comprising the transmission system according to any one of claims 1-9.

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