CN115264020A - Speed reducer, power drive assembly and vehicle - Google Patents

Speed reducer, power drive assembly and vehicle Download PDF

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Publication number
CN115264020A
CN115264020A CN202211182206.1A CN202211182206A CN115264020A CN 115264020 A CN115264020 A CN 115264020A CN 202211182206 A CN202211182206 A CN 202211182206A CN 115264020 A CN115264020 A CN 115264020A
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CN
China
Prior art keywords
clutch
shaft
intermediate shaft
gear set
gear
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Pending
Application number
CN202211182206.1A
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Chinese (zh)
Inventor
谢立贰
张龙周
原枫
陈孝督
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Xiaomi Automobile Technology Co Ltd
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Xiaomi Automobile Technology Co Ltd
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Application filed by Xiaomi Automobile Technology Co Ltd filed Critical Xiaomi Automobile Technology Co Ltd
Priority to CN202211182206.1A priority Critical patent/CN115264020A/en
Publication of CN115264020A publication Critical patent/CN115264020A/en
Pending legal-status Critical Current

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    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • 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
    • 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
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • 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
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The present disclosure relates to a speed reducer, power drive assembly and vehicle, the speed reducer includes: an input shaft; the first intermediate shaft is connected with the input shaft through a first transmission gear set and is provided with a first clutch; the second intermediate shaft is provided with a second clutch, and the second intermediate shaft and the first intermediate shaft are selectively connected through a second transmission gear set and a third transmission gear set; the output shaft is connected with the second middle shaft through a fourth transmission gear set; the speed reducer has: the first clutch is disconnected, the second clutch is connected, and the power of the driving motor is transmitted to the wheels through the input shaft, the first transmission gear set, the first intermediate shaft, the second transmission gear set, the second intermediate shaft, the fourth transmission gear set and the output shaft; and in the second gear, the first clutch is connected, the second clutch is disconnected, and the power of the driving motor is transmitted to the wheels through the input shaft, the first transmission gear set, the first intermediate shaft, the third transmission gear set, the second intermediate shaft, the fourth transmission gear set and the output shaft.

Description

Speed reducer, power drive assembly and vehicle
Technical Field
The present disclosure relates to power assemblies, and particularly to a speed reducer, a power driving assembly using the speed reducer, and a vehicle.
Background
For a performance vehicle which pursues hundred kilometers of acceleration and the highest speed at the same time, the power driving assembly adopting the two-gear speed reducer is the optimal choice. In the two-gear speed reducer, gear shifting is realized through the clutch, and the requirements on the aspects of no power interruption, small gear shifting impact, high gear shifting speed and the like can be met. However, for an electric drive assembly with a high input rotation speed of a motor and a large output torque of a speed reducer, a clutch is limited by a mechanical structure, and the bearable rotation speed and torque are limited and cannot meet requirements.
Disclosure of Invention
To overcome the problems in the related art, the present disclosure provides a speed reducer, a power drive assembly, and a vehicle.
According to a first aspect of the embodiments of the present disclosure, there is provided a speed reducer for connection between a drive motor and a wheel, the speed reducer including:
the input shaft is coaxially connected with the output shaft of the driving motor;
the first intermediate shaft is arranged in parallel with the input shaft and is in transmission connection with the input shaft through a first transmission gear set, and a first clutch is arranged on the first intermediate shaft;
the second intermediate shaft is arranged in parallel with the first intermediate shaft, a second clutch is arranged on the second intermediate shaft, and the second intermediate shaft and the first intermediate shaft are selectively in transmission connection through a second transmission gear set and a third transmission gear set; and
the two ends of the output shaft are respectively connected to the left wheel and the right wheel, a differential is arranged on the output shaft, and the output shaft is in transmission connection with the second intermediate shaft through a fourth transmission gear set;
wherein the speed reducer has at least:
a first gear in which the first clutch is disengaged and the second clutch is engaged, and power of the driving motor is transmitted to the wheel sequentially through the input shaft, the first transmission gear set, the first counter shaft, the second transmission gear set, the second counter shaft, the fourth transmission gear set, and the output shaft; and
and the second gear is engaged with the first clutch, the second clutch is disengaged, and the power of the driving motor is transmitted to the wheel through the input shaft, the first transmission gear set, the first intermediate shaft, the third transmission gear set, the second intermediate shaft, the fourth transmission gear set and the output shaft in sequence.
Optionally, in the first gear, the rotational speed of the first and second countershafts is equal and less than the rotational speed of the input shaft.
Alternatively, in the second gear, the torque transmitted by the input shaft, the first intermediate shaft, the second intermediate shaft, and the output shaft increases in sequence.
Optionally, the decelerator further has: and the reverse gear is characterized in that the first clutch is connected, the second clutch is disconnected, and the power of the wheel sequentially passes through the output shaft, the fourth transmission gear set, the second intermediate shaft, the third transmission gear set, the first intermediate shaft, the first transmission gear set and the input shaft to be transmitted to the driving motor.
Optionally, the speed reducer is also provided with a power recovery gear,
the first clutch is disconnected, the second clutch is connected, and the power of the wheel is transmitted to the driving motor through the output shaft, the fourth transmission gear set, the second intermediate shaft, the second transmission gear set, the first intermediate shaft, the first transmission gear set and the input shaft in sequence; or
The first clutch is engaged, the second clutch is disengaged, and the power of the wheel is transmitted to the driving motor sequentially through the output shaft, the fourth transmission gear set, the second intermediate shaft, the third transmission gear set, the first intermediate shaft, the first transmission gear set and the input shaft.
Optionally, the first transmission gear set comprises a first driving gear disposed on the input shaft and a first driven gear disposed on the first intermediate shaft, and the first driving gear has a diameter smaller than a diameter of the first driven gear.
Optionally, the second transmission gear set includes the first driven gear and an idler gear provided on the second intermediate shaft, and the second clutch is configured to engage or disengage the idler gear with the second intermediate shaft.
Optionally, the idler gear and the first driven gear are of equal diameter.
Optionally, the third transmission gear set comprises a second driving gear arranged on the first intermediate shaft and a second driven gear arranged on the second intermediate shaft, and the first clutch is used for connecting or disconnecting the second driving gear and the first intermediate shaft.
Optionally, the diameter of the second driven gear is larger than the diameter of the second driving gear.
Optionally, the fourth driving gear set includes a third driving gear disposed on the second intermediate shaft and a third driven gear disposed in the differential, the third driven gear having a diameter larger than a diameter of the third driving gear.
According to a second aspect of the embodiments of the present disclosure, there is provided a power driving assembly, which includes a driving motor, a speed reducer and a controller, wherein the speed reducer is the speed reducer, and the controller is connected to the driving motor, the first clutch and the second clutch respectively.
According to a third aspect of the embodiments of the present disclosure, there is provided a vehicle including the power drive assembly described above.
The technical scheme provided by the embodiment of the disclosure can have the following beneficial effects: in the speed reducer, the speed ratios of the power drive assembly can be in different states by adjusting the working states of the two clutches, and the speed reducer is adjusted to a first gear and works in a low-speed-ratio gear under the working conditions of high rotating speed and low torque (such as running on a highway); under the working conditions of low rotating speed and large torque (such as climbing), the speed reducer is adjusted to the second gear, and the speed reducer works under the high-speed-ratio gear. In addition, compared with the related embodiment, the first clutch is not directly arranged on a high-speed shaft connected with the driving motor but arranged on the first intermediate shaft, under the working conditions of high rotating speed and small torque, the rotating speed borne by the clutch can be ensured to be within the highest rotating speed range borne by the clutch, under the working conditions of low rotating speed and large torque, the clutch is arranged on the first intermediate shaft with relatively small torque, the torque borne by the clutch can be ensured to be within the maximum torque range borne by the clutch, the requirements of the rotating speed and the torque can be met without increasing the diameter and the axial size of the clutch, the requirements of the high rotating speed and the large torque can be met simultaneously, a planetary row structure is avoided, a mature parallel shaft structure is adopted, the processing and the maintenance are convenient, and the requirements of the NVH performance are met.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.
FIG. 1 is a schematic illustration of a power drive assembly according to an exemplary embodiment.
FIG. 2 is a schematic diagram of a retarder shown according to an exemplary embodiment.
FIG. 3 is a schematic illustration of a first gear of a retarder shown according to an exemplary embodiment.
FIG. 4 is a schematic illustration of a second gear of a retarder shown according to an exemplary embodiment.
FIG. 5 is a schematic diagram illustrating a reverse gear/power recovery gear (in a high ratio gear state) of a retarder according to an exemplary embodiment.
FIG. 6 is a schematic diagram of a power recovery gear (in a low gear state) of a retarder according to an exemplary embodiment.
Description of the reference numerals
1-a speed reducer, 11-an input shaft, 12-a first intermediate shaft, 13-a second intermediate shaft, 14-an output shaft, 141-a differential, 15-a first clutch, 16-a second clutch, 2-a driving motor, 31-a left wheel, 32-a right wheel, 41-a first driving gear, 42-a first driven gear, 51-an idle gear, 61-a second driving gear, 62-a second driven gear, 71-a third driving gear, 72-a third driven gear, 8-a controller, 91-a left half shaft of a whole vehicle and 92-a right half shaft of the whole vehicle.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below do not represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the disclosure, as detailed in the appended claims.
It should be noted that all actions of acquiring signals, information or data in the present application are performed under the premise of complying with the corresponding data protection regulation policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.
In the present disclosure, the terms "first", "second", and the like are used for distinguishing one element from another without order or importance. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated.
The hybrid vehicle and part of commercial vehicles are gradually provided with power drive assemblies of two-gear speed reducers and are applied to batch production, and the power drive assembly of the electric vehicle mainly adopts a single-gear speed reducer; for a performance vehicle which pursues hundred kilometers acceleration and the highest speed at the same time, an electric drive assembly adopting a two-gear speed reducer is the optimal choice. The two-gear speed reducer is divided into two schemes with power interruption and without power interruption, a high-performance passenger car with higher requirements on gear shifting quality adopts a clutch as a gear shifting actuator so as to meet the requirements of no power interruption, small gear shifting impact, high gear shifting speed and the like.
In the two-gear speed reducer, the clutch is limited by the mechanical structure, the highest bearable rotating speed is about 14000rpm generally, the bearable maximum torque is about 1000 N.m, and the requirements of a high-performance electric drive assembly with high motor input rotating speed and large speed reducer output torque under the electric drive condition cannot be met. When it is desired to increase the torque value that can be borne by the clutch, the diameter and axial dimension must be made large, which will affect the outer size and weight of the two-speed reducer and the power drive assembly. Under the objective condition of clutch performance limitation and the condition that a power drive assembly has strict requirements on external contour and size, innovative design needs to be made on the structure of a two-gear speed reducer so as to meet the design requirements of driving and finished automobile.
In a related embodiment, the two-speed reducer is provided with three shafts, i.e., a high-speed shaft coaxially connected to the driving motor, an output shaft connected to the wheels, and an intermediate shaft drivingly connected between the high-speed shaft and the output shaft, and a first clutch for shifting gears is provided on the high-speed shaft and a second clutch is provided on the intermediate shaft. Aiming at an electric drive power assembly, the rotating speed input by a motor is high, the torque output by a speed reducer is large, a first clutch is directly arranged on a high-speed shaft, under the working conditions of high rotating speed and small torque, the highest rotating speed capable of being borne by the first clutch can be exceeded, a second clutch is arranged on an intermediate shaft, under the working conditions of low rotating speed and large torque, the maximum torque capable of being borne by the second clutch can be exceeded, and therefore the gear shifting requirement of the electric drive assembly cannot be met.
In other related embodiments, in order to meet the requirements of high rotating speed and large output torque, a planetary row structure is innovatively applied to a two-gear speed reducer, but the planetary row structure has high process requirements and high cost in the aspects of part machining precision and assembly, and a planetary gear is small in size, difficult to maintain, high in working rotating speed and poor in NVH performance.
To solve the above problems, as shown in fig. 1 and 2, the present disclosure provides a speed reducer for connecting between a driving motor 2 and a wheel, the speed reducer 1 including four shafts, an input shaft 11 coaxially connected with an output shaft of the driving motor 2 as a primary shaft; a first intermediate shaft 12 arranged in parallel with the input shaft 11 and in transmission connection with the input shaft 11 through a first transmission gear set, as a secondary shaft; a second intermediate shaft 13 arranged in parallel with the first intermediate shaft 12 as a tertiary shaft; both ends are connected to the output shafts 14 of the left and right wheels 31 and 32, respectively, as four-stage shafts. The first intermediate shaft 12 is provided with a first clutch 15, the second intermediate shaft 12 is provided with a second clutch 16, and the second intermediate shaft 13 and the first intermediate shaft 12 are in transmission connection selectively through a second transmission gear set and a third transmission gear set by controlling the two clutches; a differential 141 is arranged on the output shaft 14, and the output shaft 14 is in transmission connection with the second intermediate shaft 13 through a fourth transmission gear set.
The present disclosure provides a speed reducer having at least: in the first gear (small gear state), as shown in fig. 2 and 3, the first clutch 15 is disengaged, the second clutch 16 is engaged, and the power of the drive motor 2 is transmitted to the wheels sequentially through the input shaft 11, the first transmission gear set, the first intermediate shaft 12, the second transmission gear set, the second intermediate shaft 13, the fourth transmission gear set, and the output shaft 14; and a second gear position (high-speed-ratio gear position state), as shown in fig. 2 and 4, the first clutch 15 is engaged, the second clutch 16 is disengaged, and the power of the drive motor 2 is transmitted to the wheels sequentially through the input shaft 11, the first transmission gear set, the first intermediate shaft 12, the third transmission gear set, the second intermediate shaft 13, the fourth transmission gear set, and the output shaft 14.
Through the technical scheme, in the speed reducer 1, the speed ratios of the power driving assembly can be in different states by adjusting the working states of the two clutches, and the speed reducer 1 is adjusted to the first gear and works in the small-speed-ratio gear under the working conditions of high rotating speed and small torque (such as running on a highway); under the working conditions of low rotating speed and large torque (such as climbing), the speed reducer 1 is adjusted to the second gear, and the speed reducer works under the high-speed-ratio gear. In addition, compared with the related embodiment, the first clutch 15 is not directly arranged on the high-speed shaft connected with the driving motor 2, but arranged on the first intermediate shaft 12, under the working conditions of high rotating speed and small torque, the rotating speed borne by the clutch can be ensured to be within the highest rotating speed range which can be borne by the clutch, under the working conditions of low rotating speed and large torque, the clutch 15 is arranged on the first intermediate shaft 12 with relatively small torque, the torque borne by the clutch can be ensured to be within the maximum torque range which can be borne by the clutch, the requirements of rotating speed and torque can be met without increasing the diameter and the axial size of the clutch, the requirements of high rotating speed and large torque can be met simultaneously, a planet row structure is avoided, a parallel shaft structure which is mature in application is adopted, the processing and the maintenance are convenient, and the requirements of NVH performance are met.
As shown in fig. 2 and 5, the present disclosure provides a speed reducer further having: in the reverse gear, the first clutch 15 is engaged, the second clutch 16 is disengaged, and the power of the wheels is transmitted to the driving motor 2 through the output shaft 14, the fourth transmission gear set, the second intermediate shaft 13, the third transmission gear set, the first intermediate shaft 12, the first transmission gear set, and the input shaft 11 in sequence. When the vehicle is reversed, the whole vehicle is in a low-speed state, and the speed reducer 1 preferentially works in a high-speed-ratio gear state.
The reducer provided by the present disclosure further has a power recovery gear, when energy recovery is performed, energy recovery can be performed according to the drive gear, if the reducer is currently in a low speed ratio gear state, that is, as shown in fig. 2 and 6, the first clutch 15 is disengaged, the second clutch 16 is engaged, and power of the wheel is transmitted to the drive motor 2 through the output shaft 14, the fourth transmission gear set, the second intermediate shaft 13, the second transmission gear set, the first intermediate shaft 12, the first transmission gear set, and the input shaft 11 in sequence; if the vehicle is currently in the high-speed-ratio gear state, as shown in fig. 2 and 5, the first clutch 15 is engaged, the second clutch 16 is disengaged, and the power of the wheels is transmitted to the driving motor 2 sequentially through the output shaft 14, the fourth transmission gear set, the second intermediate shaft 13, the third transmission gear set, the first intermediate shaft 12, the first transmission gear set and the input shaft 11, so that power recovery in different states is realized.
As shown in fig. 3, in the first gear, the low speed ratio operating state, the high rotation speed and the low torque, the influence of the rotation speed on the clutch is mainly considered, at this time, the first clutch 15 is disconnected, and it can be disregarded that the second clutch 16 is mainly considered, the rotation speeds of the first intermediate shaft 12 and the second intermediate shaft 13 are equal to and less than the rotation speed of the input shaft 11, the rotation speeds borne by the second clutch 16 and the first clutch 15 are the same and less than the rotation speed output by the driving motor 2, and the rotation speed borne by the second clutch 16 can be ensured to be within the maximum rotation speed range allowed by the second clutch 16.
As shown in fig. 4, in the second gear, the high speed ratio operating state, the low rotation speed and the high torque, the influence of the torque on the clutch is mainly considered, at this time, the second clutch 16 is disconnected, the first clutch 15 is mainly considered, the torques transmitted by the input shaft 11, the first intermediate shaft 12, the second intermediate shaft 13 and the output shaft 14 are sequentially increased, the first clutch 15 is arranged on the shaft with the minimum torque except the high speed shaft, and the torque borne by the first clutch 15 can be ensured to be minimum and within the allowable maximum torque range.
Specifically, in the embodiment provided by the present disclosure, as shown in fig. 2, the first transmission gear set includes a first driving gear 41 provided on the input shaft 11 and a first driven gear 42 provided on the first intermediate shaft 12; the second transmission gear set comprises a first driven gear 42 and an idler gear 51 arranged on the second intermediate shaft 13, and the second clutch 16 is used for connecting or disconnecting the idler gear 51 and the second intermediate shaft 13; the third transmission gear set includes a second driving gear 61 provided on the first intermediate shaft 12 and a second driven gear 62 provided on the second intermediate shaft 13, and the first clutch 15 is used to engage or disengage the second driving gear 61 with or from the first intermediate shaft 12. The fourth transmission gear set includes a third driving gear 71 provided on the second intermediate shaft 13 and a third driven gear 72 provided in the differential 141. The present disclosure is not limited to four sets of drive gears and two clutches, and the number and arrangement of the two sets of drive gears and two clutches may be designed as desired.
More specifically, the first driving gear 41 and the input shaft 11, and the first driven gear 42 and the first intermediate shaft 12 are respectively fixedly connected, and the fixing mode may be interference fit of press-fitting of internal and external splines to synchronously transmit torque and rotation speed. The second driving gear 61 is connected with the first intermediate shaft 12 through the first clutch 15, the idler gear 51 is connected with the second intermediate shaft 13 through the second clutch 16, and the engagement or disengagement of the gear and the shaft is realized through controlling the clutches, wherein the engagement refers to the gear rotating along with the shaft and capable of transmitting torque and rotating speed, and the disengagement refers to the gear not rotating along with the shaft. The third driven gear 62 and the second intermediate shaft 13, and the third driving gear 71 and the second intermediate shaft 13 are respectively fixedly connected, and the fixing mode can be an interference fit of press fitting of internal and external splines. In addition, the first clutch 15 and the second clutch 16 are respectively arranged on different intermediate shafts, so that the axial dimensions of the speed reducer 1 and the power drive assembly can be reduced.
In the first gear, the transmission speed ratio is: a total speed ratio (i total) = i1 × i2 × i3, where i1 is a first reduction and is equal to a pitch circle diameter of the first driven gear 42/a pitch circle diameter of the first driving gear 41; i2 is the second reduction, equal to the reference circle diameter of the idle gear 51/reference circle diameter of the first driven gear 42; i3 is the third stage reduction, equal to the pitch diameter of the third driven gear 72/the pitch diameter of the third driving gear.
Further, in the first gear, to ensure that the rotation speeds of the first intermediate shaft 12 and the second intermediate shaft 13 are the same, the diameters of the idle gear 51 and the first driven gear 42 are equal, i.e., i2=1, i total = i1 × i3, and the rotation speed and the torque applied to the second clutch 16 and the first clutch 15 are the same.
According to the following steps:
V 1 =V 0 /i1，
T 1 =T 0 *i1，
wherein, V 1 The rotational speed experienced by the second clutch 16;
V 0 to driveThe rotating speed output by the motor 2;
T 1 torque applied to the second clutch 16;
T 0 which is the torque output by the drive motor 2.
Wherein, in order to ensure that the rotating speed of the first intermediate shaft 12 is less than that of the input shaft 11, the transmission ratio of the first transmission gear set is designed, the diameter of the first driving gear 41 is less than that of the first driven gear 42, i.e. i1 is more than 1, V 1 ＜V 0 Within the maximum speed range allowed by the clutch. The diameters mentioned here and in the following are likewise the reference circle diameters of the gears.
Further, in the second gear, the transmission speed ratio is: a total speed ratio (i total) = i1 × i4 × i3, where i1 is a first reduction and is equal to a pitch circle diameter of the first driven gear 42/a pitch circle diameter of the first driving gear 41; i4 is a second reduction stage, which is equal to the reference circle diameter of the second driven gear 62/the reference circle diameter of the second driving gear 61; i3 is the third stage reduction, equal to the pitch diameter of the third driven gear 72/the pitch diameter of the third driving gear. I is always one step higher than the first gear by i4, and since the diameter of the second driven gear 62 is larger than that of the second driving gear 61, i4 is larger than 1, the diameter of the first driving gear 41 is smaller than that of the first driven gear 42, i1 is larger than 1, the diameter of the third driven gear 72 is larger than that of the third driving gear 71, i3 is larger than 1, that is, the torques on the input shaft 11, the first intermediate shaft 12, the second intermediate shaft 13 and the output shaft 14 are increased continuously, and the first clutch 15 is arranged on the shaft with the smallest torque except the input shaft 11 within the maximum torque range allowed by the clutch.
The speed reducer provided by the disclosure realizes a large-torque, high-rotating-speed and high-performance driving mode based on a mature clutch structure, the axial sizes of the speed reducer and a power driving assembly are relatively small, and compared with a planetary row structure, the speed reducer has the advantages of mature part technology, mature assembly process, good NVH performance and reduced total cost.
According to a second aspect of the disclosed embodiment, there is provided a power drive assembly comprising a drive motor 2, a speed reducer 1 and a controller 8, wherein the speed reducer 1 may be the speed reducer described above, and the controller 8 is connected with the drive motor 2, a first clutch 15 and a second clutch 16 respectively. The power drive assembly can be a pure electric drive assembly or a hybrid drive assembly, the speed reducer 1 and the drive motor 2 are assembled together to realize speed reduction and torque increase of the drive motor 2, the high rotation speed of the drive motor 2 is reduced to be the low rotation speed output by a wheel end, and the small torque of the drive motor 2 is converted into the large torque output by the wheel end; the high torque is output by the low gear through the two-gear shifting function, so that the requirement of one hundred kilometers acceleration of the whole vehicle is met, and the high rotating speed is output by the high gear, so that the requirement of the highest speed of the whole vehicle is met. And the speed reducer has no interruption of power, no impact and high gear shifting speed in the gear shifting process, thereby realizing high-quality gear shifting experience. In addition, the controller 8 can adjust a gear shifting strategy through the controller according to the states of the wheel rotating speed and the motor rotating speed, determine the meshing state of the clutch and the gear, and switch between a large-speed-ratio gear and a small-speed-ratio gear.
According to a third aspect of the embodiments of the present disclosure, there is provided a vehicle including the power drive assembly provided by the present disclosure, the vehicle having all the advantages of the speed reducer and the power drive assembly described above, and the details are not repeated herein. In addition, the power driving assembly can be assembled on the rear wheel of the vehicle to be used as a main drive to provide power for the rear wheel, and is not limited to rear drive and pure electric drive. Both ends of the output shaft 14 as a four-stage shaft are connected to a full vehicle left half shaft 91 and a full vehicle right half shaft 92, respectively, to transmit power to the left wheel 31 and the right wheel 32.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
It will be understood that the present disclosure is not limited to the precise arrangements that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims (13)

1. A speed reducer for connection between a drive motor and a wheel, the speed reducer comprising:
the input shaft is coaxially connected with the output shaft of the driving motor;
the first intermediate shaft is arranged in parallel with the input shaft and is in transmission connection with the input shaft through a first transmission gear set, and a first clutch is arranged on the first intermediate shaft;
the second intermediate shaft is arranged in parallel with the first intermediate shaft, a second clutch is arranged on the second intermediate shaft, and the second intermediate shaft and the first intermediate shaft are selectively in transmission connection through a second transmission gear set and a third transmission gear set; and
the two ends of the output shaft are respectively connected to the left wheel and the right wheel, a differential is arranged on the output shaft, and the output shaft is in transmission connection with the second intermediate shaft through a fourth transmission gear set;
wherein the speed reducer has at least:
a first gear in which the first clutch is disengaged and the second clutch is engaged, and power of the driving motor is transmitted to the wheel sequentially through the input shaft, the first transmission gear set, the first counter shaft, the second transmission gear set, the second counter shaft, the fourth transmission gear set, and the output shaft; and
and the second gear is engaged with the first clutch, the second clutch is disengaged, and the power of the driving motor is transmitted to the wheel through the input shaft, the first transmission gear set, the first intermediate shaft, the third transmission gear set, the second intermediate shaft, the fourth transmission gear set and the output shaft in sequence.
2. The speed reducer of claim 1, wherein in the first gear, the rotational speed of the first and second countershafts is equal and less than the rotational speed of the input shaft.
3. The speed reducer of claim 1, wherein in the second gear, torque transmitted by the input shaft, the first intermediate shaft, the second intermediate shaft, and the output shaft increases in order.
4. The reducer of claim 1, further comprising:
and the reverse gear is characterized in that the first clutch is connected, the second clutch is disconnected, and the power of the wheel sequentially passes through the output shaft, the fourth transmission gear set, the second intermediate shaft, the third transmission gear set, the first intermediate shaft, the first transmission gear set and the input shaft to be transmitted to the driving motor.
5. Retarder according to claim 1, characterised in that the retarder also has a power recovery gear,
the first clutch is disconnected, the second clutch is connected, and the power of the wheel is transmitted to the driving motor through the output shaft, the fourth transmission gear set, the second intermediate shaft, the second transmission gear set, the first intermediate shaft, the first transmission gear set and the input shaft in sequence; or
The first clutch is engaged, the second clutch is disengaged, and the power of the wheel is transmitted to the driving motor sequentially through the output shaft, the fourth transmission gear set, the second intermediate shaft, the third transmission gear set, the first intermediate shaft, the first transmission gear set and the input shaft.
6. A reducer according to any one of claims 1 to 5, in which the first transfer gear set comprises a first drive gear provided on the input shaft and a first driven gear provided on the first intermediate shaft, the first drive gear having a diameter smaller than the diameter of the first driven gear.
7. A reducer according to claim 6, in which the second drive gear set comprises the first driven gear and an idler gear provided on the second countershaft, the second clutch being for engaging or disengaging the idler gear with the second countershaft.
8. A reducer according to claim 7, in which the diameter of the idler gear and the first driven gear are equal.
9. A decelerator according to claim 6, wherein the third drive gear set includes a second drive gear provided on the first intermediate shaft and a second driven gear provided on the second intermediate shaft, the first clutch being for engaging or disengaging the second drive gear with the first intermediate shaft.
10. A decelerator according to claim 9, wherein the diameter of the second driven gear is greater than the diameter of the second drive gear.
11. A decelerator according to claim 6, wherein the fourth drive gear set includes a third drive gear provided on the second intermediate shaft and a third driven gear provided in the differential, the third driven gear having a diameter greater than that of the third drive gear.
12. A power drive assembly comprising a drive motor, a retarder according to any of claims 1 to 11 and a controller connected to the drive motor, the first clutch and the second clutch respectively.
13. A vehicle comprising the power drive assembly of claim 12.
CN202211182206.1A 2022-09-27 2022-09-27 Speed reducer, power drive assembly and vehicle Pending CN115264020A (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108799440A (en) * 2018-08-30 2018-11-13 苏州格特钠汽车技术有限公司 A kind of two grades of electric gear shift(ing)s of integrated form
CN211525449U (en) * 2019-12-11 2020-09-18 格特拉克（江西）传动***有限公司 Parallel shaft type two-gear electric driving system
WO2021087946A1 (en) * 2019-11-08 2021-05-14 舍弗勒技术股份两合公司 Two-gear variable-speed bridge drive system having dual clutch
CN213479071U (en) * 2020-08-19 2021-06-18 坤泰车辆***（常州）有限公司 Two-gear pure electric vehicle gearbox
CN114750588A (en) * 2022-03-28 2022-07-15 麦格纳动力总成(江西)有限公司 Electric drive system and vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108799440A (en) * 2018-08-30 2018-11-13 苏州格特钠汽车技术有限公司 A kind of two grades of electric gear shift(ing)s of integrated form
WO2021087946A1 (en) * 2019-11-08 2021-05-14 舍弗勒技术股份两合公司 Two-gear variable-speed bridge drive system having dual clutch
CN211525449U (en) * 2019-12-11 2020-09-18 格特拉克（江西）传动***有限公司 Parallel shaft type two-gear electric driving system
CN213479071U (en) * 2020-08-19 2021-06-18 坤泰车辆***（常州）有限公司 Two-gear pure electric vehicle gearbox
CN114750588A (en) * 2022-03-28 2022-07-15 麦格纳动力总成(江西)有限公司 Electric drive system and vehicle

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Application publication date: 20221101