WO2020007317A1 - 车辆传动装置、车辆驱动系统和车辆 - Google Patents

车辆传动装置、车辆驱动系统和车辆 Download PDF

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Publication number
WO2020007317A1
WO2020007317A1 PCT/CN2019/094548 CN2019094548W WO2020007317A1 WO 2020007317 A1 WO2020007317 A1 WO 2020007317A1 CN 2019094548 W CN2019094548 W CN 2019094548W WO 2020007317 A1 WO2020007317 A1 WO 2020007317A1
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WO
WIPO (PCT)
Prior art keywords
gear
transmission device
ring gear
input
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/094548
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English (en)
French (fr)
Inventor
王逢春
刘静
华煜
柴领道
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BYD Co Ltd
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BYD Co Ltd
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Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2020007317A1 publication Critical patent/WO2020007317A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
    • F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
    • F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H1/227—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts comprising two or more gearwheels in mesh with the same internally toothed wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present application relates to the technical field of vehicle manufacturing, and in particular, to a vehicle transmission device, a vehicle drive system having the vehicle transmission device, and a vehicle having the vehicle drive system.
  • the vehicle drive system of an automobile includes a vehicle transmission device.
  • the vehicle transmission device is generally used to reduce the speed of the power output from the power source and increase the torque, and output the power to the hub of the wheel.
  • the gear ring of the reduction mechanism of the vehicle transmission device is relatively concentrated, which requires high rigidity and strength of the ring gear, and the distance between the input and output shafts is too small. Layout.
  • an object of the present application is to propose a vehicle transmission device that can achieve two-stage shunting, the output ring gear is relatively dispersed, and the strength requirement is low.
  • a vehicle transmission device includes a reduction mechanism, the reduction mechanism includes: an input gear and an output ring gear, the input gear is adapted to be connected to a power source, and the output ring gear is used to output power; A shunt gear set and a second shunt gear set, the input gear, the first shunt gear set, and the second shunt gear set are all arranged in the output ring gear, and the first shunt gear set and the An input gear and the output ring gear are meshed, the second shunt gear set is meshed with the input gear and the output ring gear, and the input gear is spaced from the output ring gear.
  • the first split gear set and the second split gear set can split the power input by the input gear, and then transmit the power to the output teeth through the first split gear set and the second split gear set.
  • ring Effectively reduce the local stress of the gear, extend the service life of the input gear and output ring gear, improve the safety and stability of the vehicle transmission, the radial size of the vehicle transmission is small, the overall structure is compact, the bearing capacity is high, and the speed ratio is adjustable Large range.
  • the present application also proposes a vehicle drive system.
  • a vehicle driving system includes: a power source: the vehicle transmission device according to any one of the above embodiments, and the input gear is connected to the power source.
  • the power source includes a wheel-side motor, the wheel-side motor is provided with an external spline, and the input gear is provided with an internal spline that cooperates with the external spline.
  • This application proposes another vehicle.
  • a vehicle according to an embodiment of the present application includes the vehicle driving system according to any one of the foregoing embodiments.
  • the vehicle driving system, the vehicle, and the vehicle transmission device described above have the same advantages over the prior art, and will not be repeated here.
  • FIG. 1 is a schematic structural diagram of a vehicle transmission device according to an embodiment of the present application.
  • FIG. 2 is a schematic meshing diagram of a reduction mechanism of a vehicle transmission device according to an embodiment of the present application
  • FIG. 3 is a schematic structural diagram of a reduction mechanism of a vehicle transmission device according to an embodiment of the present application.
  • FIG. 4 is a schematic structural diagram of a vehicle transmission device according to another embodiment of the present application.
  • Reduction mechanism 1 input gear 11, output ring gear 13, first split gear set 15, second split gear set 17,
  • Planetary gear mechanism 3 planet carrier 31, planetary gear 32, ring gear 33, sun gear 35,
  • Wheel hub 101 Power source 102.
  • a vehicle transmission device 100 according to an embodiment of the present application is described below with reference to FIGS. 1 to 4.
  • the vehicle transmission device 100 includes a reduction mechanism 1.
  • the reduction mechanism 1 includes: an input gear 11, an output ring gear 13, a first shunt gear set 15, and a second shunt gear set. 17.
  • the input gear 11, the first split gear set 15, and the second split gear set 17 are all external gears, and the output ring gear 13 is an internal ring gear.
  • the input gear 11 is adapted to be connected to the power source 102.
  • the power source 102 can input power to the vehicle transmission device 100 through the input gear 11, the output ring gear 13 is used to output power, and the vehicle transmission device 100 can pass power from the power source 102.
  • the output ring gear 13 is output to the wheel hub 101 to drive the vehicle.
  • the power source 102 may include a driving motor, and the output end of the power source 102 may be engaged with the input gear 11 to input power to the vehicle transmission device 100 in the form of torque, so as to achieve the speed-reducing and torque-increasing effect of the vehicle transmission device 100.
  • the output power of the power source 102 is adjustable, thereby adjusting the speed of the vehicle, so that the vehicle can effectively adapt to the power requirements of different operating conditions.
  • the vehicle transmission device 100 in the embodiment of the present application may be a wheel-side transmission device, and the corresponding power source 102 may be a wheel-side power source.
  • the input gear 11, the first split gear set 15, and the second split gear set 17 are all arranged in the output ring gear 13 so that the overall size of the vehicle transmission device 100 is small and it is convenient to reduce the vehicle transmission device 100.
  • the duty ratio of the vehicle makes the internal structure of the vehicle transmission device 100 more compact.
  • the first split gear set 15 meshes with the input gear 11 and the output ring gear 13
  • the second split gear set 17 meshes with the input gear 11 and the output ring gear 13, that is, the first split gear Group 15 and second shunt gear set 17 all mesh with input gear 11, the first shunt gear set 15 and second shunt gear set 17 both mesh with output ring gear 13, and first shunt gear set 15 and second shunt gear set
  • Both 17 and the output ring gear 13 are internally meshed, and the bearing capacity of the internal mesh is high, so that the power transmission between the first and second split gear sets 15 and 17 and the output ring gear 13 is more stable.
  • the radial size is reduced, so that the vehicle transmission device 100 has a compact structure and a high carrying capacity.
  • the center of the input gear 11 is lower than the center of the output ring gear 13, the center of the first split gear set 15, and the center of the second split gear set 17, and the input gear 11 is connected to the power source 102, thereby
  • the power source 102 is a driving motor
  • the driving motor can be installed at a lower position, which greatly reduces the installation difficulty, and can be applied to large vehicles with low floors, such as buses and buses.
  • the input gear 11 and the output ring gear 13 realize power transmission through the first split gear set 15 and the second split gear set 17, that is, the input gear 11 divides the power output from the power source 102 into two parts and transmits them to the first split gear set 15 respectively.
  • the second splitter gear set 17 is transmitted to the output ring gear 13 for power output through the first splitter gear set 15 and the second splitter gear set 17.
  • the power transmission between the input gear 11 and the output ring gear 13 can be reduced through multiple paths, which can reduce the local stress of the transmission ring gear 14 and correspondingly, reduce the strength requirements of the transmission ring gear 14, that is, reduce the transmission ring gear. 14 processing technology, which in turn reduces manufacturing costs.
  • the local stress of the input gear 11 and the output ring gear 13 is small, avoiding the meshing failure of the teeth of the input gear 11 and the output ring gear 13 to prolong the service life of the input gear 11 and the output ring gear 13 and improve the safety of the vehicle transmission 100 And stability so that the vehicle drive system having the vehicle transmission 100 can be effectively used for a long time.
  • the power of the power source 102 can be output through the input gear 11, the first split gear set 15 and the second split gear set 17, and the output ring gear 13 in order, and is gradually output to the wheel hub 101.
  • the transmission path of the vehicle transmission device 100 is simple, which not only reduces the cost of the entire machine, but also reduces the transmission path of gears, has high transmission efficiency, and low heat. It also helps the peripheral lubrication and cooling system.
  • the overall structure of the vehicle transmission device 100 is compact.
  • the gear has a small force, has a protective effect on the bearing, has strong system stability, and has NVH performance advantages.
  • the input gear 11 is spaced from the output ring gear 13 and the input gear 11 and the output ring gear 13 are spaced apart from each other. In this way, the size of the input gear 11 is adjustable. By adjusting the size of the input gear 11, the speed of the vehicle transmission 100 can be changed. In addition, the relative position of the input gear 11 and the output ring gear 13 can also be adjusted, that is, the center distance between the input gear 11 and the output ring gear 13 can be adjusted, reducing the accuracy requirements for the installation of the input gear 11 and the output ring gear 13 and saving the vehicle transmission 100 Assembly time improves assembly efficiency, and the space for adjusting the position of the input gear 11 is also very large. It is very advantageous for adjusting the distance between the input and output shafts, which is beneficial to the selection of the power source and the surrounding arrangement of the vehicle transmission 100.
  • the first split gear set 15 and the second split gear set 17 can split the power input from the input gear 11, effectively reduce the local stress of the gear, and extend the input gear 11 and the output ring gear.
  • the service life of 13 improves the safety and stability of the vehicle transmission device 100.
  • the radial size of the vehicle transmission device 100 is small, the overall structure is compact, the bearing capacity is high, and the speed ratio is adjustable.
  • the first and second splitter gear sets 15 and 17 are arranged on both sides of a line connecting the center of the input gear 11 and the center of the output ring gear 13, so that the first A shunt gear set 15 and a second shunt gear set 17 mesh with positions on different sides of the input gear 11 or the output ring gear 13 respectively, so that the forces on both sides of the input gear 11 or the output ring gear 13 are uniform, and the input gear 11 or the output gear 13 is avoided.
  • the meshing stress of the output ring gear 13 is excessively concentrated, causing local damage, extending the service life of the input gear 11 or the output ring gear 13 and improving the stability of the overall structure of the vehicle transmission device 100.
  • the structures of the first and second splitter gear sets 15 and 17 are the same, that is, the first and second splitter gear sets 15 and 17 require the same materials and specific production processes to reduce processing. And storage difficulty, greatly reducing production costs, and the first and second shunt gear sets 15 and 17 are symmetrically arranged about the connection between the center of the input gear 11 and the center of the output ring gear 13, and the center and output of the input gear 11
  • the connection line of the center of the ring gear 13 is along the up and down direction as shown in FIG. 3.
  • the first and second splitter gear sets 15 and 17 are symmetrically arranged left and right, so that the overall structural arrangement of the vehicle transmission 100 is more regular and convenient for installation.
  • the input gear 11 and the output ring gear 13 are balanced on both sides and have a stable structure for long-term use.
  • the center of the input gear 11 and the center of the output ring gear 13 are respectively arranged at the center of the first shunt gear set 15 and the center of the second shunt gear set 17. Side so that the center of the input gear 11 and the center of the output ring gear 13 are spaced from each other, and the center of the input gear 11 can be changed by adjusting the relative position of the center of the first split gear set 15 and the center of the second split gear set 17 And the distance between the center of the output ring gear 13 and the adjustment of the meshing position of the input gear 11 or the output ring gear 13 with the first split gear set 15 and the second split gear set 17 provides a possibility for the diversity of power source selection, making The overall structure of the vehicle transmission 100 is more flexible.
  • the size of the input gear 11 can be selected from a wide range. It should be noted that the input gear 11 is connected to the output end of the power source through a spline, and the input gear 11 with a larger size can still have a higher structural strength and stiffness after the spline is set so that the input gear 11 can be normal. transmission.
  • each of the first and second splitter gear sets 15 and 17 includes a splitter gear, that is, the first splitter gear set 15 includes a splitter gear, and the second splitter gear set 17 includes a splitter gear.
  • the structure of the first and second shunting gear sets 15 and 17 is simple, the assembly accuracy is low, and it is easy to install.
  • the first and second shunting gear sets 15 and 17 have few power transmission paths, high transmission efficiency, and low heat. It also helps the peripheral lubrication and cooling system.
  • the vehicle transmission 100 has a simple layout, strong system stability, and NVH performance has advantages.
  • the graduated circle diameter of the output ring gear 13 is larger than the graduated circle diameter of the shunt gear, and the graduated circle diameter of the input gear 11 is smaller than the graduated circle diameter of the shunt gear, that is, the input
  • the index circle diameter of the gear 11 and the index circle diameter of the shunt gear are both smaller than the index circle diameter of the output ring gear 13.
  • the input gear 11 and the output ring gear 13 both mesh with the shunt gear, that is, the linear speed at which the input gear 11 rotates, the linear speed at which the output ring gear 13 rotates, and the linear speed at which the shunt gear rotates are all the same.
  • the graduated circle diameter of the ring gear 13, the graduated circle diameter of the shunt gear, and the graduated circle diameter of the input gear 11 decrease in order, so that the angular velocity of the output ring gear 13 is smaller than the angular velocity of the diverter gear, and the diverter gear rotates.
  • the angular velocity of the wheel speed reducer can be achieved.
  • the shunting gear and the input gear 11 are installed on the same planet carrier 31, that is, the relative position of the shunting gear and the input gear 11 is fixed, thereby ensuring stable meshing of the shunting gear and the input gear 11 so that the shunting gear and the input gear The power transmission between 11 is stable and accurate.
  • the input gear 11, the output ring gear 13, the first shunt gear set 15, and the second shunt gear set 17 are coplanarly disposed, that is, the input gear 11, the output
  • the ring gear 13, the first splitter gear set 15 and the second splitter gear set 17 are all located in the same plane, thereby greatly reducing the occupancy ratio of the vehicle transmission 100 and making the overall structure of the wheel gear reduction system more compact.
  • the power of the wheel-side gear system is transmitted only in this plane, the force transmission is more accurate and stable, and the power loss is less.
  • the vehicle transmission device 100 further includes a planetary gear mechanism 3, and the planetary gear mechanism 3 includes a first element, a second element, and a third element.
  • the first element is a sun gear 35, a second element, and a third element.
  • One is the planet carrier 31 and the other is the ring gear 33.
  • the first element is connected to the output ring gear 13.
  • the second element is used to fix the wheel hub 101 to transmit power to the wheel hub 101.
  • the third element is fixed.
  • the planetary gear mechanism 3 may further include a plurality of planetary gears 32, and the plurality of planetary gears 32 are pivotably connected to the planet carrier 31.
  • the sun gears 35 of the plurality of planetary gears 32 rotate, the sun gears 35 drive the corresponding ones.
  • the planetary wheel 32 rotates, and the planetary carrier 31 corresponding to the planetary wheel 32 can be selectively rotated.
  • the sun gear 35 is input, and the planet gear 32 is rotated to drive the output of the planet carrier 31.
  • the planetary gear mechanism 3 can transmit the power output from the reduction mechanism 1 to the hub 101 of the wheel, wherein a first element can be used as an input element of the planetary gear mechanism 3, a second element is an output element of the planetary gear mechanism 3, and a third element
  • the element is a transmission element between the first element and the second element. Therefore, the power of the output ring gear 13 is sequentially transmitted to the hub of the gear through the first element, the third element, and the second element, thereby realizing power transmission and ensuring vehicle transmission.
  • the device 100 can stably and effectively transmit the power output from the power source 102 to the hub of the gear, and then drive the gear to rotate to realize vehicle driving.
  • the second element is a planet carrier 31 and the third element is a ring gear 33, that is, the planet carrier 31 is an output element.
  • the second element is a ring gear 33 and the third element is a planet carrier 31, that is, the ring gear 33 is an output element. Therefore, the fixed form of the planet carrier 31, the ring gear 33, and the sun gear 35 is flexible, and the connection method is not single. The power transmission between the output ring gear 13 and the wheel hub 101 can be achieved, which has good flexibility and Multiple selection, more convenient installation.
  • the reduction mechanism 1 includes a first housing, and the input gear 11, the output ring gear 13, and the shunt gear set are all disposed in the first housing.
  • the first housing can be connected to the input gear 11, the output ring gear 13,
  • the operation of the shunt gear set has a good protection function, so that the power transmission between the input gear 11, the output ring gear 13, and the shunt gear set is not affected by the environmental characteristics outside the first housing, and ensure that each The meshing of the components is stable, improving the integrity of the reduction mechanism 1 and the accuracy of the transmission.
  • the third element is fixed to the first casing, so that the reduction mechanism 1 and the planetary gear mechanism 3 are effectively connected, and stable transmission of the reduction mechanism 1 and the planetary gear mechanism 3 is ensured.
  • the planetary gear mechanism 3 includes a second casing, and the first element, the second element, and the third element are all provided in the second casing.
  • the second casing can play a role in the operation of the first element, the second element, and the third element. Good protection, so that the power transmission between the first element, the second element, and the third element is not affected by the environmental characteristics outside the second housing, and ensure that the first element, the second element, and the third element mesh and are stable.
  • the integrity of the planetary gear mechanism 3 and the accuracy of transmission are improved.
  • the third element is fixed to the second case, and thus, the second case and the first case are both fixed to the third element.
  • the reduction mechanism 1 and the planetary gear mechanism 3 are effectively and stably connected, and the stable transmission of the reduction mechanism 1 and the planetary gear mechanism 3 is ensured, which is convenient for the vehicle transmission device 100 to reduce the torque and increase the torque, and effectively transmit the power output from the power source 102 to the wheels. Of the hub 101.
  • the third element is a ring gear 33.
  • the first and second housings are both fixed to the ring gear 33.
  • the inner wall of the second housing forms a ring of internal teeth, and the internal teeth constitute the ring gear 33.
  • 33 meshes with a planetary gear mounted on the planet carrier 31, which facilitates the transmission of the planetary gear mechanism 3.
  • the vehicle transmission device 100 further includes a transmission shaft 5, the transmission shaft 5 is connected to the output ring gear 13, and the transmission shaft 5 is connected to the first element, and the transmission shaft 5 is connected to the sun gear 35, that is, transmission Both ends of the shaft 5 are respectively connected to the output ring gear 13 and the sun gear 35 to transmit the power output from the reduction mechanism 1 to the planetary gear mechanism 3, wherein the transmission shaft 5 can be supported by the first housing or the second housing through bearings. To reduce the friction of rotation during the transmission process of the transmission shaft 5, to avoid excessive friction loss during the rotation, to improve the transmission efficiency of the vehicle transmission 100, and to ensure the accuracy of the transmission.
  • the present application also proposes a vehicle drive system.
  • the vehicle driving system includes: a power source 102 and the vehicle transmission device 100 of any one of the foregoing embodiments.
  • the input gear 11 is connected to the power source 102.
  • the power source 102 can transmit the output power to the power source through the input gear 11.
  • the vehicle transmission device 100 is transmitted to the wheel hub 101 after the vehicle transmission device 100 is decelerated and increased in torque, so as to drive the wheel to rotate, thereby realizing the driving of the vehicle.
  • the power source 102 includes a wheel-side motor.
  • the wheel-side motor is provided with an external spline.
  • the output shaft of the wheel-side motor is provided with an external spline.
  • the input gear 11 is provided with an internal spline. The spline cooperation makes the output shaft of the wheel motor and the input gear 11 relatively fixed in the circumferential direction, ensuring that the output torque of the wheel motor can be effectively transmitted to the input gear 11 through the spline, and then transmitted to the wheels through the vehicle transmission device 100
  • the hub 101 is simple to connect and easy to implement.
  • This application also proposes a vehicle.
  • the vehicle according to the embodiment of the present application includes the vehicle driving system of any one of the foregoing embodiments.
  • the vehicle transmission device 100 has good safety and stability, the radial size of the vehicle transmission device 100 is small, and the overall structure is compact and bears. High capacity and wide adjustable speed ratio are conducive to improving the overall performance and improving the cost performance of the whole vehicle.
  • a vehicle transmission device includes a reduction mechanism, the reduction mechanism includes: an input gear and an output ring gear, the input gear is adapted to be connected to a power source, and the output ring gear is used to output power; A shunt gear set and a second shunt gear set, the input gear, the first shunt gear set, and the second shunt gear set are all arranged in the output ring gear, and the first shunt gear set and the An input gear and the output ring gear are meshed, the second shunt gear set is meshed with the input gear and the output ring gear, and the input gear is spaced from the output ring gear.
  • the first and second splitter gear sets are respectively disposed on both sides of a line connecting a center of the input gear and a center of the output ring gear.
  • the structures of the first and second splitter gear sets are the same, and the first and second splitter gear sets are related to the input.
  • the line connecting the center of the gear and the center of the output ring gear is symmetrically arranged.
  • the center of the input gear and the center of the output ring gear are respectively arranged at the center of the first splitter gear set and the center of the second splitter gear set. side.
  • each of the first split gear set and the second split gear set includes a split gear.
  • a graduated circle diameter of the output ring gear is larger than a graduated circle diameter of the shunt gear, and a graduated circle diameter of the input gear is smaller than a graduated circle of the shunt gear. diameter.
  • the shunt gear and the input gear are mounted on a same planet carrier.
  • the input gear, the output ring gear, the first shunt gear set, and the second shunt gear set are coplanarly disposed.
  • the vehicle transmission device further includes a planetary gear mechanism, the planetary gear mechanism includes: a first element, a second element, and a third element, the first element is a sun gear, and the second element One of the third element is a planet carrier, the other is a ring gear, the first element is connected to the output ring gear, the second element is used for fixing with a wheel hub, and the third element is be fixed.
  • the reduction mechanism includes a first housing, and the input gear, the output ring gear, and the shunt gear set are all disposed in the first housing, and the first Three elements are fixed to the first casing.
  • the planetary gear mechanism includes a second casing, and the first element, the second element, and the third element are all disposed in the second casing.
  • the third element is fixed to the second casing.
  • the third element is a ring gear
  • an inner wall of the second housing forms a ring of internal teeth
  • the internal teeth constitute the ring gear
  • the vehicle transmission device further includes: a transmission shaft, the transmission shaft is connected to the output ring gear, and is connected to the first element.

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  • General Engineering & Computer Science (AREA)
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Abstract

一种车辆传动装置（100）、车辆驱动系统和车辆，车辆传动装置（100）包括减速机构（1），减速机构（1）包括：输入齿轮（11）、输出齿圈（13）、第一分流齿轮组（15）和第二分流齿轮组（17），输入齿轮（11）适于与动力源（102）相连，输出齿圈（13）用于输出动力，输入齿轮（11）、第一分流齿轮组（15）和第二分流齿轮组（17）均布置在输出齿圈（13）内，第一分流齿轮组（15）与输入齿轮（11）及输出齿圈（13）啮合，第二分流齿轮组（17）与输入齿轮（11）及输出齿圈（13）啮合，输入齿轮（11）与输出齿圈（13）间隔开。

Description

车辆传动装置、车辆驱动系统和车辆
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2018年07月04日提交的、发明名称为“车辆传动装置、车辆驱动系统和车辆”的中国专利申请号“201810726606.1”的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆制造技术领域，尤其是涉及一种车辆传动装置、具有该车辆传动装置的车辆驱动系统和具有该车辆驱动系统的车辆。
背景技术
汽车的车辆驱动系统包括车辆传动装置，车辆传动装置通常用于对动力源输出的动力进行降速增扭，并输出至车轮的轮毂。相关技术中，车辆传动装置的减速机构齿圈较为集中，对齿圈的刚度、强度要求较高，且输入输出轴的间距过小，减速机构的速比范围小，不利于动力源选型及布置。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请的一个目的在于提出车辆传动装置，可实现二级分流，输出齿圈受力较为分散，强度要求低。
根据本申请实施例的车辆传动装置，包括减速机构，所述减速机构包括：输入齿轮和输出齿圈，所述输入齿轮适于与动力源相连，所述输出齿圈用于输出动力；第一分流齿轮组、第二分流齿轮组，所述输入齿轮、所述第一分流齿轮组和所述第二分流齿轮组均布置在所述输出齿圈内，所述第一分流齿轮组与所述输入齿轮及所述输出齿圈啮合，所述第二分流齿轮组与所述输入齿轮及所述输出齿圈啮合，所述输入齿轮与所述输出齿圈间隔开。
根据本申请实施例的车辆传动装置，第一分流齿轮组和第二分流齿轮组可对输入齿轮输入的动力进行分流，再通过第一分流齿轮组和第二分流齿轮组将动力传递给输出齿圈。有效地降低齿轮局部应力，延长输入齿轮、输出齿圈的使用寿命，提高车辆传动装置的安全性和稳定性，车辆传动装置的径向尺寸小，整体结构紧凑且承载能力高，速比可调范围大。
本申请还提出了一种车辆驱动系统。
根据本申请一个实施例的车辆驱动系统，包括：动力源：上述任一种实施例所述的车 辆传动装置，所述输入齿轮和所述动力源相连。
根据本申请一个实施例的车辆驱动系统，所述动力源包括轮边电机，所述轮边电机设有外花键，所述输入齿轮设有与所述外花键配合的内花键。
本申请又提出了一种车辆。
根据本申请一个实施例的车辆，包括上述任一种实施例所述车辆驱动系统。
所述的车辆驱动系统、车辆与上述的车辆传动装置相对于现有技术所具有的优势相同，在此不再赘述。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请一个实施例的车辆传动装置的结构示意图；
图2是根据本申请一个实施例的车辆传动装置的减速机构的啮合示意图；
图3是根据本申请一个实施例的车辆传动装置的减速机构的结构示意图；
图4是根据本申请另一个实施例的车辆传动装置的结构示意图。
附图标记：
车辆传动装置100，
减速机构1，输入齿轮11，输出齿圈13，第一分流齿轮组15，第二分流齿轮组17，
行星齿轮机构3，行星架31，行星轮32，齿圈33，太阳轮35，
传动轴5，
车轮的轮毂101，动力源102。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
下面参考图1-图4描述根据本申请实施例的车辆传动装置100。
如图1-图4所示，根据本申请实施例的车辆传动装置100包括减速机构1，减速机构1包括：输入齿轮11、输出齿圈13、第一分流齿轮组15、第二分流齿轮组17。其中，输入齿轮11、第一分流齿轮组15、第二分流齿轮组17均为外齿轮，输出齿圈13为内齿圈。
输入齿轮11适于与动力源102相连，动力源102可将动力通过输入齿轮11输入至车辆传动装置100，输出齿圈13用于输出动力，车辆传动装置100可将来自动力源102的动力通过输出齿圈13输出至车轮的轮毂101，以驱动车辆运行。其中，动力源102可包括驱动电机，动力源102的输出端可与输入齿轮11啮合，以将动力通过扭矩的形式输入至车辆传动装置100，以通过车辆传动装置100的降速增扭作用实现动力源102的输出动力可调，进而调节车辆运行的速度，使得车辆有效地适应不同运行工况的动力需求。本申请实施例的车辆传动装置100可以为轮边传动装置，对应的动力源102可以为轮边动力源。
如图3所示，输入齿轮11、第一分流齿轮组15和第二分流齿轮组17均布置在输出齿圈13内，以使车辆传动装置100的整体尺寸较小，便于降低车辆传动装置100的空占比，同时使得车辆传动装置100的内部结构更加紧凑。
其中，如图1-图4所示，第一分流齿轮组15与输入齿轮11及输出齿圈13啮合，第二分流齿轮组17与输入齿轮11及输出齿圈13啮合，即第一分流齿轮组15、第二分流齿轮组17均与输入齿轮11啮合，第一分流齿轮组15、第二分流齿轮组17均与输出齿圈13啮合，且第一分流齿轮组15、第二分流齿轮组17与输出齿圈13均为内啮合，内啮合的承载能力高，使得第一分流齿轮组15和第二分流齿轮组17与输出齿圈13之间的动力传递更加稳定。同时缩小了径向尺寸，使得车辆传动装置100结构紧凑且承载能力高。
如图3所示，输入齿轮11的中心低于输出齿圈13的中心、第一分流齿轮组15的中心、第二分流齿轮组17的中心，且输入齿轮11与动力源102相连，由此，在动力源102为驱动电机时，驱动电机可安装在较低的位置，极大地降低了安装难度，可应用于地板较低的大型车辆中，如公交、大巴等。
输入齿轮11与输出齿圈13通过第一分流齿轮组15、第二分流齿轮组17实现动力传递，即输入齿轮11将动力源102输出的动力分成两部分并分别传递至第一分流齿轮组15、第二分流齿轮组17，再通过第一分流齿轮组15、第二分流齿轮组17传递给输出齿圈13进行动力输出。
由此，输入齿轮11到输出齿圈13之间的动力经过多路传递，可以降低传动齿圈14的局部应力，对应地，可以降低传动齿圈14的强度要求，也就是可以降低传动齿圈14的加工工艺，进而降低制造成本。输入齿轮11、输出齿圈13的局部应力小，避免输入齿轮11、输出齿圈13的齿断裂导致啮合失效，延长输入齿轮11、输出齿圈13的使用寿命，提高车辆传动装置100的安全性和稳定性，以使具有该车辆传动装置100的车辆驱动系统可长期有效使用。
这样，动力源102的动力可依次通过输入齿轮11、第一分流齿轮组15和第二分流齿轮组17、输出齿圈13输出，并逐渐地输出至车轮的轮毂101。车辆传动装置100的传动路线 简单，不仅降低整机成本，且由于齿轮的传递路径减少，传递效率高，热量低，对周边润滑冷却系统也有帮助，车辆传动装置100的整体结构紧凑，功率分流后齿轮受力小，对轴承有保护作用，系统稳定性强，NVH性能有优势。
输入齿轮11与输出齿圈13间隔开，且输入齿轮11与输出齿圈13间隔开不啮合，这样输入齿轮11的尺寸可调，通过调节输入齿轮11的尺寸，可以改变车辆传动装置100的速比，还可以调整输入齿轮11与输出齿圈13的相对位置，即可调整输入齿轮11与输出齿圈13中心距，降低输入齿轮11、输出齿圈13安装的精度要求，节省车辆传动装置100装配时间，提高装配效率，且输入齿轮11位置的调整空间也非常大，对输入输出轴间距调整非常有优势，利于动力源选型及车辆传动装置100周边布置。
根据本申请实施例的车辆传动装置100，第一分流齿轮组15和第二分流齿轮组17可对输入齿轮11输入的动力进行分流，有效地降低齿轮局部应力，延长输入齿轮11、输出齿圈13的使用寿命，提高车辆传动装置100的安全性和稳定性，车辆传动装置100的径向尺寸小，整体结构紧凑且承载能力高，速比可调范围大。
在一些实施例中，如图3中所示，第一分流齿轮组15和第二分流齿轮组17分别布置在输入齿轮11的中心与输出齿圈13的中心的连线的两侧，使得第一分流齿轮组15和第二分流齿轮组17分别与输入齿轮11或输出齿圈13不同侧的位置啮合，可使得输入齿轮11或输出齿圈13两侧的受力均匀，避免输入齿轮11或输出齿圈13的啮合应力过度集中导致局部受损，延长输入齿轮11或输出齿圈13的使用寿命，提高车辆传动装置100的整体结构的稳定性。
在一些实施例中，第一分流齿轮组15和第二分流齿轮组17的结构相同，即第一分流齿轮组15和第二分流齿轮组17生产所需材料及具体的生产工序相同，减少加工与仓储难度，极大地降低生产成本，且第一分流齿轮组15和第二分流齿轮组17关于输入齿轮11的中心与输出齿圈13的中心的连线对称布置，输入齿轮11的中心与输出齿圈13的中心的连线沿如图3中的上下方向，第一分流齿轮组15和第二分流齿轮组17左右对称设置，使得车辆传动装置100的整体结构布置更加规整，方便安装，且输入齿轮11、输出齿圈13两侧受力均衡，结构稳定，便于长期使用。
在一些实施例中，如图3中所示，输入齿轮11的中心和输出齿圈13的中心分别布置在第一分流齿轮组15的中心、第二分流齿轮组17的中心的连线的两侧，以使输入齿轮11的中心和输出齿圈13的中心相互间隔开，且可通过调节第一分流齿轮组15的中心与第二分流齿轮组17的中心相对位置，改变输入齿轮11的中心和输出齿圈13的中心的间距，进而调整输入齿轮11或输出齿圈13与第一分流齿轮组15、第二分流齿轮组17的啮合位置，为动力源选择多样性提供了可能性，使得车辆传动装置100整体结构的布局更加灵活。由 此，输入齿轮11的尺寸选择范围大。需要说明的是，输入齿轮11与动力源的输出端通过花键相连，选择尺寸较大的输入齿轮11可在设置花键后仍具有较高的结构强度和刚度，以使输入齿轮11可正常传动。
如图3中所示，第一分流齿轮组15和第二分流齿轮组17各自包括一个分流齿轮，即第一分流齿轮组15包括一个分流齿轮，第二分流齿轮组17包括一个分流齿轮，第一分流齿轮组15和第二分流齿轮组17的结构简单，装配精度要求低便于安装，且第一分流齿轮组15和第二分流齿轮组17的动力传递路径少，传递效率高，热量低，对周边润滑冷却系统也有帮助，车辆传动装置100的布局简单，系统稳定性强，NVH性能有优势。
在一些实施例中，如图3中所示，输出齿圈13的分度圆直径大于分流齿轮的分度圆直径，输入齿轮11的分度圆直径小于分流齿轮的分度圆直径，即输入齿轮11的分度圆直径、分流齿轮的分度圆直径均小于输出齿圈13的分度圆直径。如图3所示，输入齿轮11、输出齿圈13均与分流齿轮啮合，即输入齿轮11转动的线速度、输出齿圈13转动的线速度、分流齿轮转动的线速度均相同，但由于输出齿圈13的分度圆直径、分流齿轮的分度圆直径、输入齿轮11的分度圆直径顺次减小，使得输出齿圈13转动的角速度小于分流齿轮的转动的角速度，分流齿轮的转动的角速度，由此，可实现轮边减速器的减速作用。
在一些实施例中，分流齿轮、输入齿轮11安装于同一个行星架31，即分流齿轮与输入齿轮11的相对位置固定，进而可保证分流齿轮与输入齿轮11稳定啮合，使得分流齿轮与输入齿轮11之间动力传递稳定、准确。
在一些实施例中，如图1-图2和图3所示，输入齿轮11、输出齿圈13、第一分流齿轮组15和第二分流齿轮组17共面设置，即输入齿轮11、输出齿圈13、第一分流齿轮组15和第二分流齿轮组17均位于同一平面内，由此，极大地减小车辆传动装置100的空占比，使得轮边齿轮减速系统的整体结构更加紧凑，且轮边齿轮系统的动力仅在该平面内传递，力传递更加准确、稳定，动力损失较少。
根据本申请实施例的车辆传动装置100还包括行星齿轮机构3，行星齿轮机构3包括：第一元件、第二元件和第三元件，第一元件为太阳轮35，第二元件和第三元件中的一个为行星架31，另一个为齿圈33，第一元件与输出齿圈13相连，第二元件用于与车轮的轮毂101固定，以向车轮的轮毂101传递动力，第三元件被固定。
其中，行星齿轮机构3还可以包括多个行星轮32，多个行星轮32与行星架31可枢转地相连，当多个行星轮32的太阳轮35转动时，太阳轮35带动与之对应的行星轮32转动，与行星轮32对应的行星架31可选择性的转动。如当齿圈33固定，行星架31不固定时，太阳轮35输入，行星轮32转动并带动行星架31输出；当行星架31固定，齿圈33不固定时，太阳轮35输入，行星轮32转动并带动齿圈33输出；当行星架31和齿圈33都不固定 时，太阳轮35和齿圈33输入，行星轮32转动并带动行星架31输出；当行星架31和齿圈33都不固定时，太阳轮35和行星架31输入，行星轮32转动并带动齿圈33输出。
行星齿轮机构3可将减速机构1输出的动力传递给车轮的轮毂101，其中，第一元件可作为该行星齿轮机构3的输入元件，第二元件为该行星齿轮机构3的输出元件，第三元件为第一元件和第二元件之间的传动元件，由此，输出齿圈13的动力通过第一元件、第三元件和第二元件依次传递给齿轮的轮毂，实现动力传递，保证车辆传动装置100可将动力源102输出的动力稳定、有效地传递给齿轮的轮毂，进而驱动齿轮转动，实现车辆驱动。
在如图1所示的实施例中，第二元件为行星架31，第三元件为齿圈33，即行星架31为输出元件。在如图4所示的实施例中，第二元件为齿圈33，第三元件为行星架31，即齿圈33为输出元件。由此，行星架31、齿圈33、太阳轮35的固定形式灵活，连接方式不单一，可实现输出齿圈13与车轮的轮毂101之间的动力传递即可，具有很好的灵活性和多选性，安装更方便。
在一些实施例中，减速机构1包括第一壳体，输入齿轮11、输出齿圈13、分流齿轮组均设在第一壳体内，第一壳体可对输入齿轮11、输出齿圈13、分流齿轮组的运行起到很好的保护作用，以使输入齿轮11、输出齿圈13、分流齿轮组之间的动力传递不受第一壳体外的环境特征影响，保证第一壳体内的各个部件啮合稳定，提高减速机构1的整体性与传动的准确性。第三元件与第一壳体固定，使得减速机构1和行星齿轮机构3有效地连接，保证减速机构1与行星齿轮机构3稳定传动。
行星齿轮机构3包括第二壳体，第一元件、第二元件和第三元件均设在第二壳体内，第二壳体可对第一元件、第二元件、第三元件的运行起到很好的保护作用，以使第一元件、第二元件和第三元件之间的动力传递不受第二壳体外的环境特征影响，保证第一元件、第二元件和第三元件啮合稳定，提高行星齿轮机构3的整体性和传动的准确性。第三元件与第二壳体固定，由此，第二壳体与第一壳体均与第三元件连接固定。使得减速机构1和行星齿轮机构3有效、稳定地连接，保证减速机构1和行星齿轮机构3稳定传动，便于实现车辆传动装置100减速增扭作用，将动力源102输出的动力有效地传递至车轮的轮毂101。
如图1所示，第三元件为齿圈33，第一壳体、第二壳体均与齿圈33固定，第二壳体内壁形成一圈内齿，内齿构成齿圈33，齿圈33与安装于行星架31的行星齿轮啮合，便于实现行星齿轮机构3的传动作用。
如图1和图4所示，车辆传动装置100还包括传动轴5，传动轴5与输出齿圈13相连，且传动轴5与第一元件相连，传动轴5与太阳轮35相连，即传动轴5的两端分别与输出齿圈13和太阳轮35相连，以将减速机构1输出的动力传递给行星齿轮机构3，其中，传动轴5可通过轴承支撑于第一壳体或第二壳体，以减小传动轴5传动过程中转动的摩擦力， 避免转动过程中摩擦损耗过多，提高车辆传动装置100的传动效率，保证传动的准确性。
本申请还提出了一种车辆驱动系统。
根据本申请实施例的车辆驱动系统包括：动力源102和上述任一种实施例的车辆传动装置100，输入齿轮11与动力源102相连，动力源102可将输出的动力通过输入齿轮11传递至车辆传动装置100，并经过车辆传动装置100减速增扭后，在传递给车轮的轮毂101，以驱动车轮转动，实现车辆的驱动。
在一些实施例中，动力源102包括轮边电机，轮边电机设有外花键，如轮边电机的输出轴设有外花键，输入齿轮11设有内花键，内花键与外花键配合，使轮边电机的输出轴与输入齿轮11沿周向相对固定，保证轮边电机的输出的转矩能够有效地通过花键给输入齿轮11，进而通过车辆传动装置100传递至车轮的轮毂101，连接方式简单，易于实现。
本申请还提出了一种车辆。
根据本申请实施例的车辆，包括上述任一种实施例的车辆驱动系统，其车辆传动装置100具有很好的安全性和稳定性，车辆传动装置100的径向尺寸小，整体结构紧凑且承载能力高，速比可调范围大，有利于提升整体的使用性能，提高整车的性价比。
根据本申请实施例的车辆传动装置，包括减速机构，所述减速机构包括：输入齿轮和输出齿圈，所述输入齿轮适于与动力源相连，所述输出齿圈用于输出动力；第一分流齿轮组、第二分流齿轮组，所述输入齿轮、所述第一分流齿轮组和所述第二分流齿轮组均布置在所述输出齿圈内，所述第一分流齿轮组与所述输入齿轮及所述输出齿圈啮合，所述第二分流齿轮组与所述输入齿轮及所述输出齿圈啮合，所述输入齿轮与所述输出齿圈间隔开。
根据本申请一个实施例的车辆传动装置，所述第一分流齿轮组和所述第二分流齿轮组分别布置在所述输入齿轮的中心与所述输出齿圈的中心的连线的两侧。
根据本申请一个实施例的车辆传动装置，所述第一分流齿轮组和所述第二分流齿轮组的结构相同，且所述第一分流齿轮组和所述第二分流齿轮组关于所述输入齿轮的中心与所述输出齿圈的中心的连线对称布置。
根据本申请一个实施例的车辆传动装置，所述输入齿轮的中心和输出齿圈的中心分别布置在所述第一分流齿轮组的中心、所述第二分流齿轮组的中心的连线的两侧。
根据本申请一个实施例的车辆传动装置，所述第一分流齿轮组和所述第二分流齿轮组各自包括一个分流齿轮。
根据本申请一个实施例的车辆传动装置，所述输出齿圈的分度圆直径大于所述分流齿轮的分度圆直径，所述输入齿轮的分度圆直径小于所述分流齿轮的分度圆直径。
根据本申请一个实施例的车辆传动装置，所述分流齿轮、所述输入齿轮安装于同一个行星架。
根据本申请一个实施例的车辆传动装置，所述输入齿轮、所述输出齿圈、所述第一分流齿轮组和所述第二分流齿轮组共面设置。
根据本申请一个实施例的车辆传动装置，还包括行星齿轮机构，所述行星齿轮机构包括：第一元件、第二元件和第三元件，所述第一元件为太阳轮，所述第二元件和所述第三元件中的一个为行星架，另一个为齿圈，所述第一元件与所述输出齿圈相连，所述第二元件用于与车轮的轮毂固定，所述第三元件被固定。
根据本申请一个实施例的车辆传动装置，所述减速机构包括第一壳体，所述输入齿轮、所述输出齿圈、所述分流齿轮组均设在所述第一壳体内，所述第三元件与所述第一壳体固定。
根据本申请一个实施例的车辆传动装置，所述行星齿轮机构包括第二壳体，所述第一元件、所述第二元件和所述第三元件均设在所述第二壳体内，所述第三元件与所述第二壳体固定。
根据本申请一个实施例的车辆传动装置，所述第三元件为齿圈，所述第二壳体内壁形成一圈内齿，所述内齿构成所述齿圈。
根据本申请一个实施例的车辆传动装置，还包括：传动轴，所述传动轴与所述输出齿圈相连，且与所述第一元件相连。
在本申请的描述中，“多个”的含义是两个或两个以上。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (16)

  1. 一种车辆传动装置，其特征在于，包括减速机构，所述减速机构包括：
    输入齿轮和输出齿圈，所述输入齿轮适于与动力源相连，所述输出齿圈用于输出动力；
    第一分流齿轮组、第二分流齿轮组，所述输入齿轮、所述第一分流齿轮组和所述第二分流齿轮组均布置在所述输出齿圈内，所述第一分流齿轮组与所述输入齿轮及所述输出齿圈啮合，所述第二分流齿轮组与所述输入齿轮及所述输出齿圈啮合，所述输入齿轮与所述输出齿圈间隔开。
  2. 根据权利要求1所述的车辆传动装置，其特征在于，所述第一分流齿轮组和所述第二分流齿轮组分别布置在所述输入齿轮的中心与所述输出齿圈的中心的连线的两侧。
  3. 根据权利要求2所述的车辆传动装置，其特征在于，所述第一分流齿轮组和所述第二分流齿轮组的结构相同，且所述第一分流齿轮组和所述第二分流齿轮组关于所述输入齿轮的中心与所述输出齿圈的中心的连线对称布置。
  4. 根据权利要求1-3中任一项所述的车辆传动装置，其特征在于，所述输入齿轮的中心和输出齿圈的中心分别布置在所述第一分流齿轮组的中心、所述第二分流齿轮组的中心的连线的两侧。
  5. 根据权利要求1-4中任一项所述的车辆传动装置，其特征在于，所述第一分流齿轮组和所述第二分流齿轮组各自包括一个分流齿轮。
  6. 根据权利要求5所述的车辆传动装置，其特征在于，所述输出齿圈的分度圆直径大于所述分流齿轮的分度圆直径，所述输入齿轮的分度圆直径小于所述分流齿轮的分度圆直径。
  7. 根据权利要求5或6所述的车辆传动装置，其特征在于，所述分流齿轮、所述输入齿轮安装于同一个行星架。
  8. 根据权利要求1-7中任一项所述的车辆传动装置，其特征在于，所述输入齿轮、所述输出齿圈、所述第一分流齿轮组和所述第二分流齿轮组共面设置。
  9. 根据权利要求1-8中任一项所述的车辆传动装置，其特征在于，还包括行星齿轮机构，所述行星齿轮机构包括：第一元件、第二元件和第三元件，所述第一元件为太阳轮，所述第二元件和所述第三元件中的一个为行星架，另一个为齿圈，所述第一元件与所述输出齿圈相连，所述第二元件用于与车轮的轮毂固定，所述第三元件被固定。
  10. 根据权利要求9所述的车辆传动装置，其特征在于，所述减速机构包括第一壳体，所述输入齿轮、所述输出齿圈、所述分流齿轮组均设在所述第一壳体内，所述第三元件与所述第一壳体固定。
  11. 根据权利要求9或10所述的车辆传动装置，其特征在于，所述行星齿轮机构包括第二壳体，所述第一元件、所述第二元件和所述第三元件均设在所述第二壳体内，所述第三元件与所述第二壳体固定。
  12. 根据权利要求11所述的车辆驱动系统，其特征在于，所述第三元件为齿圈，所述第二壳体内壁形成一圈内齿，所述内齿构成所述齿圈。
  13. 根据权利要求9-12中任一项所述的车辆传动装置，其特征在于，还包括：传动轴，所述传动轴与所述输出齿圈相连，且与所述第一元件相连。
  14. 一种车辆驱动系统，其特征在于，包括：
    动力源；
    如权利要求1-13中任一项所述的车辆传动装置，所述输入齿轮与所述动力源相连。
  15. 根据权利要求14所述的车辆驱动系统，其特征在于，所述动力源包括轮边电机，所述轮边电机设有外花键，所述输入齿轮设有与所述外花键配合的内花键。
  16. 一种车辆，其特征在于，包括如权利要求14或15所述的车辆驱动系统。
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