CN214001336U - Single-gear reduction device for electrically driven vehicle - Google Patents
Single-gear reduction device for electrically driven vehicle Download PDFInfo
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- CN214001336U CN214001336U CN202022747870.9U CN202022747870U CN214001336U CN 214001336 U CN214001336 U CN 214001336U CN 202022747870 U CN202022747870 U CN 202022747870U CN 214001336 U CN214001336 U CN 214001336U
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Abstract
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a single fender decelerator for electrically driven vehicle. The utility model discloses electric drive structure is mostly comparatively complicated to prior art, and system integration is also lower, leads to needing great installation space, and the inconvenient problem of installation provides a single fender decelerator for electric drive vehicle, be used for driving wheel pivoted output semi-axis including drive assembly and two, drive assembly passes through drive assembly and is connected with the drive of output semi-axis, still including setting up the speed reduction subassembly between drive assembly and drive assembly, speed reduction subassembly one end is connected with drive assembly, and the other end is connected with drive assembly. The utility model discloses an overall structure is comparatively simple, and the integrated level is high, thereby the installation of being convenient for that required installation space is little, has also guaranteed transmission efficiency at higher within range simultaneously.
Description
Technical Field
The utility model belongs to the technical field of the electric automobile transmission, especially, relate to a single fender decelerator for electrically driven vehicle.
Background
The new energy automobile is developed rapidly in the industry by the characteristics of energy conservation and environmental protection, and the automobile type can change the existing energy structure. New energy automobile mostly adopts the electric drive mode, and the electric drive structure that has decelerator among the prior art is mostly all comparatively complicated in structure, and system integration is also lower, leads to needing great installation space, and the installation is inconvenient.
For example, the chinese patent application discloses an external-meshing duplex planetary reduction gear and a driving device [ application number: 202010639808.X ], which patent application comprises: casing, planet frame, first sun gear, second sun gear, pair planetary gear, input shaft, output shaft, wherein: the axis of the second sun gear is collinear with the axis of the first sun gear, the first sun gear and the second sun gear are arranged in tandem at the center of the planetary frame, the second sun gear is rigidly connected with the input shaft, and the first sun gear is rigidly connected with the shell; the planetary frame is of an annular hollow structure, and a plurality of planetary gear shafts are arranged between annular frame bodies of the planetary frame; the duplex planetary gear comprises a first planetary gear and a second planetary gear, the first planetary gear and the second planetary gear are coaxially sleeved on a planetary gear shaft in the middle of the planetary frame in a front-back tandem manner, the first planetary gear is rigidly linked with the second planetary gear, the first planetary gear and the second planetary gear rotate around the planetary gear shaft, and the first planetary gear and the second planetary gear revolve around the axis of the planetary frame; the axes of the duplex planet gears are parallel to the main axis of the speed reducer, the first planet gears are externally meshed with the first sun gear, and the second planet gears are externally meshed with the second sun gear; the output shaft is in splined connection with the planet frame; the diameter of the first sun gear is larger than that of the second sun gear, and the diameter of the first planetary gear is smaller than that of the second planetary gear.
The application of the invention not only keeps the use advantage of the planetary gear reducer, but also solves the problem of low cost performance of processing the inner gear ring, but still does not solve the problem.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the above-mentioned problem, a single fender decelerator for electric drive vehicle that simple structure, integrated level are high is provided.
In order to achieve the above purpose, the utility model adopts the following technical proposal:
the single-gear speed reducing device for the electrically driven vehicle comprises a driving assembly and two output half shafts used for driving wheels to rotate, wherein the driving assembly is in driving connection with the output half shafts through a transmission assembly, the speed reducing device further comprises a speed reducing assembly arranged between the driving assembly and the transmission assembly, one end of the speed reducing assembly is connected with the driving assembly, and the other end of the speed reducing assembly is connected with the transmission assembly.
In the above single-gear speed reducer for an electrically driven vehicle, the drive assembly, the speed reducer assembly and the transmission assembly are arranged in sequence along the axial lead direction of the output half shaft.
In the above single-gear speed reducing device for the electrically driven vehicle, the driving assembly, the speed reducing assembly and the transmission assembly are all symmetrically arranged along the axial lead of the output half shaft.
In the above single-gear speed reducer for an electrically driven vehicle, the drive assembly includes a first drive motor and a second drive motor symmetrically disposed on both sides of the output axle shaft, and both the first drive motor and the second drive motor are in driving connection with the transmission assembly through the speed reducer assembly.
In the above single-gear speed reducer for an electrically driven vehicle, the speed reducer assembly includes a first speed reducer gear, a third speed reducer gear and a second speed reducer gear, which are meshed in sequence, the first speed reducer gear is fixedly connected to an output shaft of the first driving motor, the second speed reducer gear is fixedly connected to an output shaft of the second driving motor, and a radius of the third speed reducer gear is larger than a radius of the first speed reducer gear and a radius of the second speed reducer gear.
In the above single-gear speed reducer for an electrically driven vehicle, the transmission assembly includes a sun gear whose axis coincides with the axis of the third reduction gear, the sun gear is fixedly connected with the third reduction gear through a connecting sleeve, and the diameter of the sun gear is smaller than that of the third reduction gear.
In foretell a single fender decelerator for electric drive vehicle, drive assembly still including set up the planet wheel that just meshes mutually with the sun gear in the sun gear side, the planet wheel is equipped with a plurality of, and the sun gear was kept away from to the planet wheel one side meshes mutually with the ring gear, the ring gear is fixed to be set up, and planet carrier one end is connected on the planet wheel, and the other end is connected with output semi-axis drive.
In the above single-gear speed reducer for an electrically driven vehicle, a differential assembly is further disposed between the transmission assembly and the output half shafts, the two output half shafts are respectively connected to two sides of the differential assembly, and the transmission assembly is in driving connection with the differential assembly.
In the above single-gear speed reduction device for an electrically driven vehicle, a differential lock is further provided on the differential assembly.
Compared with the prior art, the utility model has the advantages of:
1. the utility model discloses an overall structure is comparatively simple, and the integrated level is high, thereby the installation of being convenient for that required installation space is little, has also guaranteed transmission efficiency at higher within range simultaneously.
2. The utility model discloses a be two motor coupling driven modes, can make two motors reach the required variable speed range of vehicle when the interval moving of respective high efficiency like this, two motor coupling inputs have also increased the input torque simultaneously, have promoted acceleration performance.
3. The utility model discloses a structure is along the symmetrical structure of output semi-axis axial lead, is favorable to guaranteeing the axle at the steady state of the in-process of traveling to reach better driving and experience.
Drawings
Fig. 1 is a schematic structural diagram of the present invention;
in the figure: the driving device comprises a driving component 1, an output half shaft 2, a transmission component 3, a speed reduction component 4, a differential assembly 5, a differential lock 6, a first driving motor 11, a second driving motor 12, a sun gear 31, a connecting sleeve 32, a planetary gear 33, a gear ring 34, a planet carrier 35, a first speed reduction gear 41, a second speed reduction gear 42, a third speed reduction gear 43 and driving wheels 100.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1, a single-gear speed reducer for an electrically driven vehicle includes a driving assembly 1 and two output half shafts 2 for driving wheels 100 to rotate, wherein the driving assembly 1 is in driving connection with the output half shafts 2 through a transmission assembly 3, and further includes a speed reducing assembly 4 arranged between the driving assembly 1 and the transmission assembly 3, one end of the speed reducing assembly 4 is connected with the driving assembly 1, and the other end is connected with the transmission assembly 3, wherein the driving assembly 1, the speed reducing assembly 4 and the transmission assembly 3 are sequentially arranged along the axial line direction of the output half shafts 2.
The utility model discloses, during the use, provide drive power by drive assembly 1, again transmit to output semi-axis 2 via drive assembly 3 after 4 speed reductions of speed reduction subassembly to drive wheel 100 rotates, because drive assembly 1, speed reduction subassembly 4 and drive assembly 3 all arrange along output semi-axis 2's axial lead direction in proper order, make the holistic integrated level of actuating system higher. The event the utility model discloses an overall structure is comparatively simple, and the integrated level is high, thereby the installation of being convenient for that required installation space is little, has also guaranteed transmission efficiency at higher within range simultaneously.
Preferably, the driving assembly 1, the speed reducing assembly 4 and the transmission assembly 3 are all symmetrically arranged along the axis of the output half shaft 2. The utility model discloses a structure is along the symmetrical structure of 2 axial leads of output semi-axis, is favorable to guaranteeing the axle at the steady state of the in-process of traveling to reach better driving and experience.
The present invention is applicable to multi-mode driving, for example, a single motor-driven mode can be adopted, but preferably, as shown in fig. 1, the driving assembly 1 includes a first driving motor 11 and a second driving motor 12 symmetrically disposed on both sides of the output half shaft 2, and the first driving motor 11 and the second driving motor 12 are both in driving connection with the transmission assembly 3 through the speed reduction assembly 4. The electric automobile is driven by the motor, although the high efficiency interval of the motor is much larger than that of the internal combustion engine, the rotating speed and the torque requirement of the automobile are too wide, and the single motor cannot meet the requirement that the motor runs in the high efficiency interval in the whole working condition interval. The event the utility model discloses a be the driven mode of bi-motor coupling, can make two motors reach the required variable speed range of vehicle when the interval moving of respective high efficiency like this, bi-motor coupling input has also increased the input torque simultaneously, has promoted acceleration performance.
As shown in fig. 1, the speed reducing assembly 4 includes a first speed reducing gear 41, a third speed reducing gear 43 and a second speed reducing gear 42 which are meshed in sequence, the first speed reducing gear 41 is fixedly connected with an output shaft of the first driving motor 11, the second speed reducing gear 42 is fixedly connected with an output shaft of the second driving motor 12, and the radius of the third speed reducing gear 43 is larger than the radius of the first speed reducing gear 41 and the second speed reducing gear 42. Power is transmitted from the gear with the smaller radius to the gear with the larger radius in a meshing transmission mode, and therefore speed reduction is achieved.
As shown in fig. 1, the transmission assembly 3 includes a sun gear 31 whose axis coincides with the axis of the third reduction gear 43, the sun gear 31 is fixedly connected with the third reduction gear 43 through a connecting sleeve 32, and the diameter of the sun gear 31 is smaller than that of the third reduction gear 43, so that the two-stage speed reduction can be realized. The transmission component 3 further comprises a planetary gear 33 which is arranged on the side surface of the sun gear 31 and meshed with the sun gear 31, the planetary gear 33 is provided with a plurality of gears, one side, away from the sun gear 31, of the planetary gear 33 is meshed with a gear ring 34, the gear ring 34 is fixedly arranged, one end of a planetary carrier 35 is connected to the planetary gear 33, and the other end of the planetary carrier is in driving connection with the output half shaft 2.
As shown in fig. 1, a differential assembly 5 is further disposed between the transmission component 3 and the output half shafts 2, the two output half shafts 2 are respectively connected to two sides of the differential assembly 5, and the transmission component 3 is in driving connection with the differential assembly 5. The differential assembly 5 enables the wheels 100 to rotate at different rotational speeds.
Preferably, a differential lock 6 is further disposed on the differential assembly 5. The differential lock 6 can improve the off-road performance of the electric vehicle.
The utility model discloses a power transmission route does: the power of the first driving motor 11 is transmitted to the differential assembly 5 through the first reduction gear 41, the third reduction gear 43, the sun gear 31, the planet gear 33 and the planet carrier 35 in sequence and acts on the output half shaft 2; the power of the second driving motor 12 is transmitted to the differential assembly 5 and applied to the output half shaft 2 through the second reduction gear 42, the third reduction gear 43, the sun gear 31, the planet gears 33 and the planet carrier 35 in sequence, and the power is converged on the third reduction gear 43.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications, additions and substitutions for the specific embodiments described herein may be made by those skilled in the art without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.
Although the terms drive unit 1, output half shaft 2, transmission unit 3, reduction unit 4, differential assembly 5, differential lock 6, first drive motor 11, second drive motor 12, sun gear 31, connecting sleeve 32, planet gears 33, ring gear 34, planet carrier 35, first reduction gear 41, second reduction gear 42, third reduction gear 43, drive wheel 100, etc. are used more herein, the possibility of using other terms is not excluded. These terms are used merely to more conveniently describe and explain the nature of the present invention; they are to be construed in a manner that is inconsistent with the spirit of the invention.
Claims (9)
1. A single-gear reduction unit for electrically driven vehicles, comprising a drive assembly (1) and two output half-shafts (2) for driving the wheels (100) in rotation, said drive assembly (1) being drivingly connected to the output half-shafts (2) by means of a transmission assembly (3), characterized in that: the speed reduction device is characterized by further comprising a speed reduction assembly (4) arranged between the driving assembly (1) and the transmission assembly (3), wherein one end of the speed reduction assembly (4) is connected with the driving assembly (1), and the other end of the speed reduction assembly (4) is connected with the transmission assembly (3).
2. The single-stage reduction gear device for an electrically driven vehicle according to claim 1, characterized in that: the driving assembly (1), the speed reducing assembly (4) and the transmission assembly (3) are sequentially arranged along the axial lead direction of the output half shaft (2).
3. The single-stage reduction gear device for an electrically driven vehicle according to claim 1, characterized in that: the driving assembly (1), the speed reducing assembly (4) and the transmission assembly (3) are symmetrically arranged along the axial lead of the output half shaft (2).
4. The single-stage reduction gear device for an electrically driven vehicle according to claim 1, characterized in that: the driving assembly (1) comprises a first driving motor (11) and a second driving motor (12) which are symmetrically arranged on two sides of an output half shaft (2), and the first driving motor (11) and the second driving motor (12) are in driving connection with the transmission assembly (3) through a speed reducing assembly (4).
5. The single-stage reduction gear device for an electrically driven vehicle according to claim 4, characterized in that: the speed reduction assembly (4) comprises a first speed reduction gear (41), a third speed reduction gear (43) and a second speed reduction gear (42) which are meshed in sequence, the first speed reduction gear (41) is fixedly connected with an output shaft of the first driving motor (11), the second speed reduction gear (42) is fixedly connected with an output shaft of the second driving motor (12), and the radius of the third speed reduction gear (43) is larger than the radii of the first speed reduction gear (41) and the second speed reduction gear (42).
6. The single-stage reduction gear apparatus for an electrically driven vehicle according to claim 5, characterized in that: the transmission assembly (3) comprises a sun gear (31) with the shaft axis coincident with the shaft axis of the third reduction gear (43), the sun gear (31) is fixedly connected with the third reduction gear (43) through a connecting sleeve (32), and the diameter of the sun gear (31) is smaller than that of the third reduction gear (43).
7. The single-stage reduction gear apparatus for an electrically driven vehicle according to claim 6, characterized in that: transmission component (3) are still including setting up in sun gear (31) side and with sun gear (31) engaged with planet wheel (33), planet wheel (33) are equipped with a plurality of, and sun gear (31) was kept away from in planet wheel (33) one side meshes with ring gear (34) mutually, ring gear (34) are fixed to be set up, and planet carrier (35) one end is connected on planet wheel (33), and the other end is connected with output semi-axis (2) drive.
8. The single-stage reduction gear device for an electrically driven vehicle according to claim 1, characterized in that: and a differential assembly (5) is further arranged between the transmission assembly (3) and the output half shafts (2), the two output half shafts (2) are respectively connected to two sides of the differential assembly (5), and the transmission assembly (3) is in driving connection with the differential assembly (5).
9. The single-stage reduction gear apparatus for an electrically driven vehicle according to claim 8, characterized in that: and the differential assembly (5) is also provided with a differential lock (6).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022747870.9U CN214001336U (en) | 2020-11-24 | 2020-11-24 | Single-gear reduction device for electrically driven vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022747870.9U CN214001336U (en) | 2020-11-24 | 2020-11-24 | Single-gear reduction device for electrically driven vehicle |
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| Publication Number | Publication Date |
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| CN214001336U true CN214001336U (en) | 2021-08-20 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202022747870.9U Active CN214001336U (en) | 2020-11-24 | 2020-11-24 | Single-gear reduction device for electrically driven vehicle |
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| CN (1) | CN214001336U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113942384A (en) * | 2021-11-23 | 2022-01-18 | 一汽解放汽车有限公司 | Power assembly system and vehicle |
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2020
- 2020-11-24 CN CN202022747870.9U patent/CN214001336U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113942384A (en) * | 2021-11-23 | 2022-01-18 | 一汽解放汽车有限公司 | Power assembly system and vehicle |
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